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10 December 1997

Joint Tactics, Techniques, andProcedures for

Shipboard HelicopterOperations

Joint Pub 3-04.1

PREFACE

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1. Scope

This publication incorporates joint andService tactics, techniques, and proceduresinto a single-source publication and providesthe guidance and procedures necessary toplan, coordinate, and conduct joint shipboardhelicopter operations from US Navy and USCoast Guard ships.

2. Purpose

This publication has been prepared underthe direction of the Chairman of the JointChiefs of Staff. It sets forth doctrine andselected joint tactics, techniques, andprocedures (JTTP) to govern the jointactivities and performance of the ArmedForces of the United States in joint operationsand provides the doctrinal basis for USmilitary involvement in multinational andinteragency operations. It provides militaryguidance for the exercise of authority bycombatant commanders and other jointforce commanders and prescribes doctrineand selected tactics, techniques, andprocedures for joint operations and training.It provides military guidance for use by theArmed Forces in preparing their appropriateplans. It is not the intent of this publication torestrict the authority of the joint forcecommander (JFC) from organizing the forceand executing the mission in a manner the JFCdeems most appropriate to ensure unity ofeffort in the accomplishment of the overallmission.

3. Application

a. Doctrine and selected tactics,techniques, and procedures and guidanceestablished in this publication apply to thecommanders of combatant commands,subunified commands, joint task forces, andsubordinate components of these commands.These principles and guidance also may applywhen significant forces of one Service areattached to forces of another Service or whensignificant forces of one Service supportforces of another Service.

b. The guidance in this publication isauthoritative; as such, this doctrine (or JTTP)will be followed except when, in the judgmentof the commander, exceptional circumstancesdictate otherwise. If conflicts arise betweenthe contents of this publication and thecontents of Service publications, thispublication will take precedence for theactivities of joint forces unless the Chairmanof the Joint Chiefs of Staff, normally incoordination with the other members of theJoint Chiefs of Staff, has provided morecurrent and specific guidance. Commandersof forces operating as part of a multinational(alliance or coalition) military commandshould follow multinational doctrine andprocedures ratified by the United States. Fordoctrine and procedures not ratified by theUnited States, commanders should evaluateand follow the multinational command’sdoctrine and procedures, where applicable.

DENNIS C. BLAIRVice Admiral, US NavyDirector, Joint Staff

For the Chairman of the Joint Chiefs of Staff:

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Intentionally Blank

TABLE OF CONTENTS

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PAGE

EXECUTIVE SUMMARY .......................................................................................... vii

CHAPTER ISHIPBOARD HELICOPTER OPERATIONS OVERVIEW

• General.................................................................................................................... I-1• Scope....................................................................................................................... I-2• Objective................................................................................................................. I-3• Ship Capabilities....................................................................................................... I-3• Flight Operations..................................................................................................... I-4

CHAPTER IICOMMAND RELATIONSHIPS

• Purpose................................................................................................................... II-1• Joint Force Commander.......................................................................................... II-1• Ship’s Commanding Officer.................................................................................... II-1• Detachment Officer in Charge................................................................................. II-1• Scheduling and Funding........................................................................................... II-2

CHAPTER IIITRAINING

• Training Ship’s Personnel....................................................................................... III-1• Training of Embarked Personnel............................................................................ III-2• Shipboard Deck Landing Qualification Requirements............................................ III-3

CHAPTER IVPREDEPLOYMENT

• Planning................................................................................................................. IV-1• Detachment Certification....................................................................................... IV-1• Corrosion Prevention and Control.......................................................................... IV-2

CHAPTER VAIRCRAFT DEPARTURE AND RECOVERY PROCEDURES

• Deck Operations..................................................................................................... V-1• Flight Operations.................................................................................................... V-6• Specific Mission Area Operations.......................................................................... V-12• Emission Control................................................................................................... V-12• Military Air Distress Frequency............................................................................. V-13• General Fueling Procedures................................................................................... V-13

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CHAPTER VIAVIATION ORDNANCE

• Purpose.................................................................................................................. VI-1• Introduction........................................................................................................... VI-1• Responsibilities...................................................................................................... VI-2• Personnel Qualification and Certification............................................................... VI-4• Aviation Ordnance Safety Supervisors.................................................................. VI-4• Conventional Weapons Safety Assistance Teams.................................................... VI-4• Weapons Handling and Movement......................................................................... VI-4• Weapons Staging and Ready Service..................................................................... VI-5• Weapons Assembly and Disassembly..................................................................... VI-5• Loading and Downloading..................................................................................... VI-6• Hangaring Aircraft With Loaded Armament.......................................................... VI-6• Arming and De-arming......................................................................................... VI-6• Maintenance on Ordnance-Loaded Aircraft............................................................ VI-6• Emergency Procedures........................................................................................... VI-7

CHAPTER VIIHAZARDS OF ELECTROMAGNETIC RADIATION TO ORDNANCE,ELECTROMAGNETIC COMPATIBILITY, AND ELECTROMAGNETICVULNERABILITY

• Introduction.......................................................................................................... VII-1• Standards and Procedures...................................................................................... VII-1

CHAPTER VIIISAFETY

• Responsibility for Safety...................................................................................... VIII-1• General Safety Measures...................................................................................... VIII-1• Passengers............................................................................................................ VIII-2• Foreign Object Damage....................................................................................... VIII-3• Helicopter Equipment Hazards............................................................................. VIII-3• Weapon Hazards.................................................................................................. VIII-4• Aircraft Movement and Respotting...................................................................... VIII-4• Helicopter Fire Party............................................................................................ VIII-5• Mishap Investigation............................................................................................ VIII-5• Emergency Procedures......................................................................................... VIII-5• Aircraft Emergencies............................................................................................ VIII-7• Basic Emergency Procedures............................................................................... VIII-8• Lost Aircraft Procedures...................................................................................... VIII-8• Lost Communications During Instrument Flight Rules....................................... VIII-10• Lost Communications While on Filed Flight Plan.............................................. VIII-10• Communications or Navigation Aids Failure During Approach.......................... VIII-10• Emergency Landings.......................................................................................... VIII-10• Emergency Signals............................................................................................. VIII-10• Aircraft Carrier Procedures................................................................................ VIII-11

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CHAPTER IXLOGISTICS

• Background............................................................................................................ IX-1• Funding.................................................................................................................. IX-2• Meals..................................................................................................................... IX-2• Supply ................................................................................................................... IX-2• Cargo Routing........................................................................................................ IX-2• Aviation Fuel......................................................................................................... IX-3• Hazardous and Flammable Material....................................................................... IX-3• Ammunition........................................................................................................... IX-3• Mail ....................................................................................................................... IX-4• Aircraft Maintenance............................................................................................. IX-4

APPENDIX

A Sample Formats................................................................................................ A-1B Control Areas and Approach Charts.................................................................. B-1C US Navy Ship and Military Helicopter Interface and Wind Envelopes.............. C-1D Ordnance.......................................................................................................... D-1E Flight Deck Clothing Color Coding.................................................................. E-1F Aircraft Handling Signals................................................................................. F-1G Brevity Codes................................................................................................... G-1H References........................................................................................................ H-1J Administrative Instructions................................................................................ J-1

GLOSSARY

Part I Abbreviations and Acronyms................................................................... GL-1Part II Terms and Definitions.............................................................................. GL-4

FIGURE

I-1 Shipboard Helicopter Operating Benefits..................................................... I-2III-1 Shipboard Deck Landing Qualification Requirements............................... III-4IV-1 Helicopter Specifications Diagrams.......................................................... IV-1V-1 Command and Display Signals.................................................................. V-2V-2 Flight Operations....................................................................................... V-7V-3 Stabilized Glide Slope Indicator Tricolor Beam........................................ V-11V-4 Signal Flag Display.................................................................................. V-12VI-1 Aviation Ordnance Safety Supervisor Responsibilities.............................. VI-5VI-2 Maintenance or Servicing Restrictions...................................................... VI-7VIII-1 Flight Deck Clothing and Equipment...................................................... VIII-2VIII-2 Hydraulic Electrical Fuel Oxygen Engine (HEFOE) Squawk Table........ VIII-8VIII-3 Assistance Required Squawks Table....................................................... VIII-9VIII-4 Limited Communications Squawks Table............................................... VIII-9IX-1 Logistic Considerations............................................................................ IX-1B-A-1 Legend — Instrument Approach Procedures Charts................................ B-A-2

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B-A-2 Delta and Charlie Patterns for Helicopters.............................................. B-A-3B-A-3 Plane Guard Pattern................................................................................ B-A-4B-A-4 Control Area and Control Zone Dimensions........................................... B-A-5B-A-5 Helicopter Restrictions During Aircraft Carrier Launch and Recovery.... B-A-6B-B-1 Approach Chart Air-Capable Ships Tactical Air

Navigation (Helicopter)....................................................................... B-B-2B-B-2 Approach Chart Air-Capable Ships Nondirectional

Beacon (NDB) (Helicopter)................................................................. B-B-3B-B-3 Approach Chart LPH/LHA/LHD NDB and

TACAN Overhead (Helicopter)........................................................... B-B-4B-B-4 Approach Chart LPH/LHA/LHD TACAN (Helicopter).......................... B-B-5B-B-5 Approach Chart CV-8 Nondirectional Beacon and

TACAN Overhead (Helicopter)........................................................... B-B-6B-B-6 Approach Chart CV-7 TACAN (Helicopter)........................................... B-B-7B-C-1 Emergency Low Visibility Approach (ELVA) Pattern............................. B-C-1B-C-2 Emergency Low Visibility Approach (ELVA) Pattern — Radio Calls..... B-C-2B-C-3 Helicopter Emergency Marshal Pattern................................................... B-C-4B-D-1 Typical Landing Procedures.................................................................... B-D-2B-D-2 OH-58D Positions on Non-RAST-Equipped Air-Capable Ships............. B-D-4B-D-3 OH-58D Positions for Takeoff and Landing on RAST-Equipped

Air-Capable Ships............................................................................... B-D-5C-1 General Launch and Recovery Wind Limits................................................ C-3C-2 General Launch and Recovery Wind Limits for LHA/LPH/LHD

and CV/CVN Class Ships........................................................................ C-4D-A-1 Permissible Stowage of Ammunition and Explosives............................. D-A-2D-C-1 Joint Shipboard Helicopter Operations Manual Conventional

Aviation Ordnance Devices Certification/Qualification Sheet.............. D-C-4D-D-1 Weapons Loading, Strikedown, Downloading, and Recovery Guide...... D-D-2D-E-1 Bomb Cookoff Time Summary............................................................... D-E-2D-E-2 Air-Launched Missile Cookoff Time Summary..................................... D-E-3D-E-3 Rocket Cookoff Time Summary............................................................. D-E-4D-F-1 US Marine Corps Helicopter Weapons Configuration............................. D-F-1D-F-2 US Army Helicopter Weapons Configuration......................................... D-F-2D-F-3 US Air Force Helicopter Weapons Configuration................................... D-F-3D-F-4 US Navy Helicopter Weapons Configuration.......................................... D-F-3E-1 Flight Deck Clothing Color Coding............................................................ E-1F-1 Aircraft Handling Signals........................................................................... F-2

EXECUTIVE SUMMARYCOMMANDER’S OVERVIEW

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Discusses Shipboard Helicopter Operations

Covers Command Relationships

Provides Guidance on Training and PredeploymentPreparation

Covers Aircraft Departure and Recovery Procedures

Discusses Aviation Ordnance and Hazards ofElectromagnetic Radiation to Ordnance,Electromagnetic Compatibility, and ElectromagneticVulnerability

Covers Safety and Logistics

Shipboard Helicopter Operations Overview

A ship is designed toprovide warfightingrequirements to operatein the three-dimensionalmaritime environment.

In aviation support, the ship provides the combinedbenefits of a landing zone, maintenance and work areas,fuel farm, air operations planning facilities, andcommand and control, while also providing forsustainment, creature comforts, and daily necessities.The shipboard environment demands the ultimate inteamwork. At any time including peacetime, there can bean event, combat-related or otherwise, that may affect everymember of the crew. It is incumbent on every personembarked on a ship to know their daily responsibilities.The Plan of the Day (POD) developed by the ExecutiveOfficer (XO) is the primary means of announcing each day’sschedule of important events. Commanders of embarkedArmy or Air Force units should be included in the PODdevelopment to ensure their units fully understand shipboardresponsibilities. These joint tactics, techniques, andprocedures apply to individual operations, exercises, andtraining involving joint force helicopter operations fromUnited States Navy and United States Coast Guard ships.There are many specific procedures for aircraftoperations aboard aviation and aviation-capable ships thatmust be followed precisely to ensure safe operations.However, the aviation procedures (e.g., approach charts,

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wind envelopes, etc.) in this publication are subject tochange, and if a conflict exists with more specificprocedures, those specific procedures will have precedence.

Navy and Coast Guard regulations set forth the authorityof the ship’s Commanding Officer (CO) with respect toaircraft embarked in or operating from the ship. Whenoperating with a joint hel i copter detachmentembarked, the joint force commander’s operation orderwill define command relationships for the assignedmission. These command relationships will normally applyfrom initial embarkation until final debarkation. In allcases, the ship’s CO retains authority over embarkedunits in all areas involving safety of the ship or its crew.A detachment officer in charge shall be provided forembarked joint operations.

An air officer, aviation officer, detachment officer in chargeor a designated officer will brief the CO, XO, and helicoptercontrol officer on normal operations, any waiverrequirements, and the types of communication beforecommencing joint flight operations. Key air operationspersonnel will be briefed on planned operations by theship’s operations officer. Maintenance personnel andaircrew assigned to helicopter detachments that maintain acapability to operate from ships will receive joint helicopteroperations orientation training in order to ensure their safetyand effectiveness at sea.

Operators and planners must understand thecapabilities and limitations of ship and helicopterinteroperability if the maximum degree of safety,flexibility, and effectiveness is to be realized. Presailplanning must include sufficient leadtime to accommodatetraining and qualification and must be completed prior toconducting shipboard operations. The shipboardenvironment is inherently corrosive, and embarked aircraftwill require cleaning and treatment for corrosion morefrequently than shore-based aircraft.

The joint forcecommander employsjoint force aircapabilities to achievemilitary objectives in themaritime environment.

Maximum operationaleffectiveness and flightsafety requires extensivetraining in the areas ofcommand and control,aircraft coordination,and flight deckprocedures.

Success of jointhelicopter detachmentson ships is directlydependent on properplanning.

Command Relationships

Training

Deployment

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Executive Summary

Deck operations include proper movement, lighting, andcommand and display signals during all operations,including night launches and recoveries. Flight operationsinclude helicopter readiness conditions, air trafficcontrol procedures, departure conditions includingweather, visibility and instrument meteorologicalconditions, landing patterns, and visual landing aids.Specific mission area operations and emission controlprocedures must also be used when appropriate.

Shipboard handling and stowage of explosives andammunition are governed by the most definitive andrestrictive Department of Defense regulations andprecautions. Safety must not be jeopardized by theintroduction of weapons not designed for shipboardenvironment nor the reliance on personnel unfamiliarwith the shipboard environment. Ships designated tosupport helicopter detachments involving aviation ordnancewill provide approved stowage areas, security, andappropriate armament weapons support equipment.Ordnance personnel handling aviation ordnance will belimited to the minimum necessary to perform the job safelyand will be qualified and certified in the applicable familiesof explosives. The aviation ordnance safety supervisor isthe direct representative of the ship’s CO. There are twoconventional weapons safety assistance teams that areavailable to make visits to commands during aviationordnance evolutions and predeployment training involvingordnance.

These hazards are created when electro-explosive devicesinstalled in modern ordnance are initiated by spuriouselectromagnetic energy emitted by microelectronic circuitsand components installed in modern aircraft and weaponsystems. When joint operations are contemplated, unitcommanders will consult the appropriate tables todetermine which hazards of electromagnetic radiationto ordnance (HERO) or electromagnetic vulnerabilitiesexist and set HERO and electromagnetic compatibilityconditions accordingly.

There are manyprocedures that must befollowed for safe,organized aircraftdeparture and recovery.

The movement,handling, and stowage ofexplosive ordnancecarried aboard ships andaircraft is inherentlydangerous.

The trend in radar andcommunications equipmenttoward greater radiatedpower has resulted ingrowing concern withelectromagnetic radiationhazards to ordnance and thepotential upset,degradation, or damage toavionics and armamentsystems.

Aircraft Departure and Recovery Procedures

Aviation Ordnance

Hazards of Electromagnetic Radiation to Ordnance,Electromagnetic Compatibility, and Electromagnetic Vulnerability

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The CO of the ship has supervisory responsibility forthe safety of embarked helicopters at all times and willevaluate the hazards involved in all phases of shipboardhelicopter operations and develop appropriate safetymeasures. Each emergency situation is unique and requiresadvance formulations of procedures in order to react quicklyand precisely. The first consideration is for the ship to closethe distance to the helicopter and prepare for immediaterecovery while protecting as many personnel as possible.Back-up signals must be intact if there is a loss ofcommunication, a need for emergency landings, or a needfor emergency signals.

The parent organization of a helicopter detachment isresponsible for funding the expenses associated withaircraft maintenance and operation. Meals, supplies,cargo routing, aviation fuel, ammunition, and mail will beprovided to the attached unit by the ship as a reimbursableexpense. Available aviation maintenance facilities vary widelywith ship class and joint force commanders are responsiblefor coordinating required maintenance infrastructure.

This publication incorporates joint and Service tactics,techniques, and procedures into a single-source publicationand provides the guidance and procedures necessary to plan,coordinate, and conduct joint shipboard helicopteroperations from US Navy and US Coast Guard ships.

Shipboard personnel willbe trained in safeoperating proceduresbefore commencement ofhelicopter operations.

There are many generalprocedures for providingmaterial support forhelicopter units assignedto joint operations.

Safety

Logistics

CONCLUSION

CHAPTER ISHIPBOARD HELICOPTER OPERATIONS OVERVIEW

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1. General

a. This publication provides operating andaviation ordnance procedures required to planand conduct shipboard helicopter operationsand places emphasis on single-ship, single-helicopter independent operations.

WARNING

The appendices of this publicationcontain approach charts, windenvelopes, and other related guidancefor shipboard operations. Theseprocedures may change without noticethrough the joint publication system.If a conflict exists with more specificprocedures, those specific procedureswill have precedence.

b. The publication is written to reflectroutine operations for the deployment ofjoint force helicopters on board US Navy(USN) and US Coast Guard (USCG) ships.This is generally the result of careful presailplanning, but does not preclude crisisresponse, surge requirements, or warfightingexecution. This publication describesshipboard helicopter operational proceduresfor both embarked and transient aircraft andaviation detachments. Some of theterminology, regulations, and routineencountered aboard ship reflect navaltraditions and contribute to efficient and safeoperations.

c. As shown in Figure I-1, a ship isdesigned to provide the warfightingrequirements to operate in the three-dimensional maritime environment. In

aviation support, the ship provides thecombined benefits of a landing zone,maintenance and work areas, fuel farm,air operations planning facilities, andcommand and control. The ship alsoprovides for sustainment, living, dining, andrecreation provisions, as well as other dailynecessities such as the ship’s laundry, store,and barber shop.

d. Above all else, the shipboardenvironment demands the ultimate inteamwork. At any time there can be anevent, combat-related or otherwise (e.g.,heavy weather), that may affect everymember of the crew. Even during peacetimethe ever-present dangers of flooding or firecan require sounding “General Quarters,”which stations the crew (including helicopterdetachments) to an assigned battle station. Itis important to understand the potentiallethality of the flight deck environment duringflight operations. If an aircraft mishap occurs,there is the real possibility of a majorconflagration because of the explosivecharacteristics of fuel and ordnance that, ifnot properly responded to, may cause the lossof ship and lives. It is incumbent on everyperson embarked on a ship to know theirresponsibilities during the many evolutionsthat transpire during normal ship’sroutine. The ship’s company (crew) has theresponsibility to impart that knowledge topersonnel not familiar with ship surroundings.

e. Daily shipboard routine is promulgatedin the Plan Of the Day (POD). The POD isthe primary means of announcing eachday’s schedule of important events and willnormally include the daily flight schedule on

“One of the outstanding characteristics of air power proved to be its flexibility.”

Chief Air Marshal Lord TedderWith Prejudice, 1948

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nonaviation ships, whereas on aviation shipsit will be promulgated as a daily air plan.The ship’s Executive Officer (XO) isresponsible for the POD. Commanders ofembarked Army or Air Force units shouldbe included in the POD development toensure their units fully understand shipboardresponsibilities. For information that needsto be passed to the crew in a timely fashion,there is a general announcing system (1MC)operated from the ship’s bridge.

2. Scope

a. The joint tactics, techniques, andprocedures (JTTP) established by thispublication apply to combatant commands,subordinate unified commands, and jointtask forces. The JTTP apply to joint forcehelicopter operations conducted to achievemilitary objectives in the maritimeenvironment. Circumstances willdemand flexible application of JTTP to

make the most effective use of militarycapabilities.

b. These procedures apply to individualoperations, exercises, and training involvingjoint force helicopter operations from USNand USCG ships. General procedures relatingto staging and operating in the shipboardenvironment are addressed. However, specificmission tactics or procedures are not covered.Consult the source documents listed inAppendix H, “References,” for specificprocedures. Wind envelopes (the wind limitsfor individual helicopter and shipcombinations) are contained in NavalWarfare Publication (NWP) 3-04.1M,“Helicopter Operating Procedures for AirCapable Ships” and commandant USCGinstruction (COMDTINST) M3710.2,“Coast Guard Shipboard HelicopterOperational Procedures Manual.” Thesepublications can be obtained through normalMilitary Service publication distribution

SHIPBOARD HELICOPTER OPERATINGBENEFITS

Creature Comforts and Daily Necessities

Fuel Farm

Landing Zone

Maintenanceand Work

Areas

Commandand Control

Air OperationsPlanning Facilities

Figure I-1. Shipboard Helicopter Operating Benefits

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centers. Requests for inclusion on the NWP 3-04.1M distribution list should be forwarded to:

Chief of Naval Operations (N889F)Pentagon, Room 4E419Washington, D.C. 20350-2000DSN: 224-6024Commercial: (703) 614-6024

Requests for inclusion on the COMDTINSTM3710.2 distribution list should be forwardedto:

Commandant (G-OCA)USCG Headquarters2100 Second St. (SW)Washington, DC 20593-0001Commercial: (202) 267-0952

If there is a conflict between the shipboardwind envelopes in these publications andthe aircraft flight manual, the flight manualwill take precedence. If no Navy-approvedwind envelope exists, the general windenvelope contained in NWP3-04.1M shallbe utilized.

c. This publication addresses JTTP forjoint operations. Ships and aviation unitscontemplating such operations are requiredto obtain and maintain their mission- oraircraft-specific qualifications andproficiency in accordance with parent-Service regulations.

3. Objective

This publication provides guidelines for thesafe and effective conduct of joint helicopteroperations from USN and USCG ships. Italso serves as a planning and implementationguide for joint force commanders (JFCs).

4. Ship Capabilities

USN and USCG ships capable of operatingwith aircraft are grouped into three types of

aviation-capable ships. The single point ofcontact for all aspects of aviation facilitycertification is:

CommanderNaval Air Systems Command (PMA251D)1421 Jefferson Davis HwyArlington, VA 22243-5120

a. Air-Capable Ships (ACS). Most USNand USCG ships are classified as ACS, whichare characterized by small flight decks onthe stern, bow, or both. Due to the size ofsome smaller flight decks, certain helicoptersare limited to hover operations only. Mostflight decks provide one helicopter landingspot, although some provide two or fourlanding spots. Air-capable ships aredivided into three levels which describe theenvironmental conditions in which each shipis capable of operating.

• Level I ships are capable of operationsday or night, in visual meteorologicalconditions (VMC) or instrumentmeteorological conditions (IMC), andare equipped with tactical air navigation(TACAN) and ultra high frequency(UHF) homer.

• Level II ships are capable of day or night,VMC operations only.

• Level III ships are capable of day, VMCoperations only.

• Each level is further divided into seven(7) classes which describe specific typehelicopter support capability of eachship:

•• Class 1 ships provide landingclearance, a hangar, fuel and electricalservice, and full maintenance facilities.

•• Class 2 ships provide landingclearance plus fuel and electrical service.

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•• Class 2A ships provide landingclearance plus fuel and direct currentelectrical service.

•• Class 3 ships provide landingclearance.

•• Class 4 ships provide hover clearancedown to five (5) feet.

•• Class 5 ships provide hover clearanceabove 15 feet.

•• Class 6 ships provide helicopter in-flight refueling (HIFR).

Note: Refer to NWP 3-04.1M, “HelicopterOperating Procedures for Air Capable Ships,”for detailed procedures when operating withNavy air-capable ships or to COMDTINSTM3710.2 (series) when operating with CoastGuard air-capable ships.

b. Amphibious Aviation Assault Ships(AAAS). The Navy has three ship classeswhich fall into this category: amphibiousassault ship, landing platform helicopter(LPH), general purpose amphibiousassault ship (LHA), and general purposeamphibious assault ship (with internal dock)(LHD). These ships are characterized by large

flight decks with multiple landing spots, alarge hangar below the flight deck, and fullmaintenance and service capabilities. Theseships are day and night all-helicopter andvertical/short takeoff and landing (V/STOL)operations capable, aided by a TACAN andfull radar services from the helicopterdirection center (HDC). Refer to NAVAIR00-80T-106, “LHA/LPH/LHD NATOPSManual,” for detailed procedures whenoperating with AAAS. The shipboardaviation facilities’ resume (NAEC-ENG-7576) provides level and class capabilities andflight deck diagrams for each AAAS.

c. Aviation Ships. Conventional aircraftcarriers (CVs) and nuclear-powered aircraftcarriers are the only ships in this category.Helicopters can expect full services andmaintenance support when operating fromaviation ships. The carrier air traffic controlcenter (CATCC) provides complete radarservice in all weather, day and night. Referto NAVAIR 00-80T-105, “CV NATOPSManual,” for detailed procedures whenoperating with aviation ships.

5. Flight Operations

Specifics of shipboard helicopter operationsare addressed in detail by this publication. A

Helicopters can expect full support when operating from aviation ships.

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quick overview of events will provide ageneral impression of what to expect inmaritime helicopter operations.

a. From the aircrew perspective, thereis a sequence of events that occurs whenflying inbound for landing on a ship.Simultaneously, the ship will be executing aseries of evolutions to receive the inboundhelicopter. Having received an overheadmessage from the ship in advance of scheduledoperations, the aircrew will know the ship’slocation, assigned radio and navigation aidfrequencies, and the time to arrive overheadthe ship.

b. Unless constrained by outsideinfluences (other ships, restricted or warningareas, national airspace, military operatingareas), ships have airspace control areasthat need to be adhered to. See AppendixB, “Control Areas and Approach Charts,” fordetailed information. Aircrews are expectedto check in with the ship prior to entering thecontrol area or, emission control conditionspermitting, as soon as possible. Whencommunicating with the ship, the internationalor daily changing call sign (as specified inthe overhead message) should be used. Theaircraft will be asked for informationincluding:

• Position;

• Souls on board; and

• Fuel remaining.

c. The ship’s secondary controlledairspace, the control zone, extends out 5nautical miles in radius up to 2500 feetmean sea level, similar to Class C airspace asdefined by the Federal AviationAdministration. At this juncture or whenadvised, the helicopter reinitiates radio contactwith the ship and should receive pertinentlanding information to include:

• Deck status information (red, not readyto conduct flight operations, or green,ready to conduct flight operations);

• Base recovery course (BRC) of ship(magnetic heading of ship during aircraftrecovery);

• Wind speed and direction over the deck;

• Pitch and roll of the ship; and

• Altimeter setting.

d. From the ship’s perspective, after ahelicopter checks in for landing, the shipcommences preparations to receive thehelicopter. The helicopter will communicatewith a controller. The controller notifies thecombat information center (CIC) watchofficer or tactical action officer, who in turninforms the officer of the deck (OOD) of theinbound helicopter. The OOD, with clearancefrom the ship’s captain, directs that flightquarters be set. The OOD is responsible forthe safety of the ship.

e. The manning of flight quartersliterally impacts the entire ship, especiallywith smaller surface combatants. Sailors fromevery division participate as part of the flightquarters team. They will make up thefirefighting team, high-capacity firefightingfoam stations, search and rescue (SAR) boatcrew, repair parties, helicopter control station,sound-powered phone talkers, signal bridge,and other teams and stations dependent on thetype of operations to expect. Flight quartersis a manpower-intensive evolution from theship’s perspective, and therefore it isimperative that it be completed as quicklyand efficiently as possible. In addition, theembarked helicopter detachment will establishan integrity watch bill to ensure thatresponsible personnel maintain aircraftsecurity when not at actual flight quarters. Theintegrity watch provides general security for

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embarked aircraft, to include checking chainsand chocks.

f. In VMC, the aircrew will report visualacquisition of the ship and, unlessotherwise directed, proceed inboundtoward the ship for landing. When thehelicopter control officer (HCO) in thehelicopter control station (HCS) visuallysights the helicopter, this information isreported to the OOD and CIC. After visualsighting, control of the helicopter is turnedover from CIC to the HCO. The analogy is ahandoff from approach control to the tower.The HCO passes base recovery course (BRC),wind over the deck, pitch (vertical motion ofthe deck), and roll of the deck and clearanceto land. A typical call from the HCO wouldbe:

“Aircraft call sign, green deck (ship isready to conduct flight operations), BRCis 180 (magnetic heading of ship), windsare 30 degrees to port (30 degrees offcenterline of ship to the left side, lookingfrom the back of the ship toward the frontof the ship) at 10 knots, pitch one, rollfour (amount of ship’s movement indegrees), altimeter 29.92.”

g. The helicopter will then complete thelanding checklist prior to final approach tolanding and report “landing checklistcomplete, gear down and locked (ifapplicable), right seat (or left seat) landing.”This cues the landing signal enlisted (LSE) inthe Navy or landing signal officer (LSO) inthe Coast Guard to properly position on theflight deck so as to provide direction andmaintain eye contact with the pilot at thecontrols.

h. The greatest degree of differencebetween land and sea operations during thelanding phase occurs from short final towheels on deck. For both, the rate of closureto the intended landing spot is affected by headwinds, but for the sea environment this is

complicated by relative motion due to theship’s movement through the water. As thehelicopter approaches the flight deck, theuninitiated should avoid a tendency to fixateon the movement of white water from theship’s waterline to the wake. Another areaof caution is accounting for burble effects ofwind around the superstructure of the ship.Frequently as the flight deck is approached,there is a tendency to get hung up by theinvisible “wall” on smaller ships, an area ofpressure or wind that requires a correction ofadditional power and nose attitude totransition. As soon as the “wall” is overcome,the correction is immediately canceled, andthe helicopter air taxies to a hover over thespot and lands.

i. In hovering over the deck, it isextremely important to guard against driftand a tendency to overcorrect. The pilot’sscan should not be limited to the immediateflight deck vicinity but should include thehorizon, ship’s amidships, and the flight deckarea. The amidships (middle of the ship) isthe area of least movement as seas increase inintensity. This will reduce the propensity to“chase the deck,” which makes the shipboardlanding more difficult. When stabilized overthe deck and ready to set down, the pilot needsto time the deck so the helicopter touchesdown at that moment the ship moves the least,the bottom or top of the swell, the top beingpreferred. It is important not to land as thedeck is coming up. Under the right conditionsa hard landing can result, which could damagethe aircraft.

j. Once the helicopter is safe on deck, itwill normally be chocked and chained (ifapplicable) to the deck to preventmovement. The HCO then reports to theOOD that the helicopter is secured, whichallows the OOD to maneuver the ship withdue caution to any helicopters with engagedrotors on the flight deck. If the helicopterdisengages the rotor system and shuts down,the OOD will maintain winds over the deck

I-7


within the engagement and disengagementenvelope per NWP 3-04.1M, “HelicopterOperating Procedures for Air Capable Ships,”COMDTINST M3710.2, “USCG ShipboardHelicopter Operational Procedures Manual,”or aircraft flight manuals. If no engagementand/or disengagement wind envelope existsthe OOD will maintain the same course asduring landing. An amber deck status light(yellow signal light) will be provided to signaldisengagement. Rotor engagement ordisengagement is a hazardous evolution,particularly when winds are strong or gusty,the deck is moving, or the helicopter does nothave droop stops and/or rotor brake.

k. After the shutdown of the helicopter iscomplete, the pilot(s) report to CIC formission debriefing.

l. The launch sequence is basically thereverse of the recovery sequence.Approximately 90 minutes before thescheduled launch time, the pilot(s) reports toCIC for a mission brief. Embarked Armyaviation units will include the CIC in theirpreparation and briefings for large heliborneoperations. For single-helicopter missions,the embarked unit operations personnel willcoordinate mission details with the CIC andbe included in the air mission brief. Theresponsibility for coordination with CIC restswith the embarked Army aviation unitcommander. Approximately 30 minutesbefore launch time, the ship sets flightquarters. If the helicopter is not spotted onthe deck already, preparations are made todo so. The aircrew accomplishes the preflightchecklist and boards the aircraft, completingthe checklists up to engine start.

m. At this point, permission is requestedfrom the HCO to start engine(s). A red deck

status light will be provided in coordinationwith the LSE or LSO for clearance to startengine(s). The aircrew then requires clearanceto engage the rotor system from the HCO. TheHCO and OOD shall ensure the winds overthe deck are within the engagement and/ordisengagement envelope before clearance toengage is granted. Rotor engagement is doneunder a yellow deck status light. For thosehelicopters with simultaneous engine startand rotor engagement, the evolution will beaccomplished using the yellow deck statuslight. As with rotor disengagement, the rotorengagement can be hazardous until the bladesachieve sufficient speed.

n. Takeoff clearance will be provided bythe ship’s Commanding Officer (CO) viathe OOD and HCO in conjunction with thegreen deck status light and signal from theLSE or LSO. The HCO will relay ship’sBRC, wind, pitch and roll, altimeter, andpermission to launch. When ready, theaircrew (using hand signals) calls for theremoval of the chocks and tie-down chains(it is the pilot’s prerogative to fly out of thechocks or take off without chocks in place).

o. With chains and/or chocks removed, thehelicopter lifts into a hover, checks gaugesand power, then slides out over the side of theship (usually parallel to the line-up line) andexecutes a normal takeoff. Again, it isimportant to properly time the deck.Takeoff is best accomplished as a swell liftsthe deck.

p. When safely airborne, the helicopterreports “operations normal” to the HCO, whoin turn passes the helicopter to the controller inCIC. Mission dependent, the ship may or maynot stand down from flight quarters or go to a15 minute standby to resume flight quarters.

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Intentionally Blank

CHAPTER IICOMMAND RELATIONSHIPS

II-1

1. Purpose

This publication provides guidance forcommand relationships when helicopter unitsembark on ships.

2. Joint Force Commander

Combatant commanders exercisecombatant command (command authority)over assigned forces. Subordinate JFCs willexercise operational control over assignedforces in accordance with Joint Pub 0-2,“Unified Action Armed Forces (UNAAF).”The JFC employs joint force air forces orcapabilities to achieve military objectivesin the maritime environment.

3. Ship’s Commanding Officer

USN and USCG regulations set forth theauthority of the ship’s CO with respect toaircraft embarked in or operating from theship. When operating with a jointhelicopter detachment embarked, theJFC’s operation order (OPORD) willdefine command relationships for theassigned mission. These commandrelationships will normally apply from initialembarkation until final debarkation. In allcases, the ship’s CO retains authority overembarked units in all areas involving safetyof the ship or its crew.

4. Detachment Officer InCharge

A detachment officer in charge (OIC)shall be provided for embarked joint

operations. The OIC reports directly to theship’s CO, air wing commander, or authorityspecified by the JFC for the mission assigned.Administratively, the OIC normally reportsto the ship’s XO for matters of day-to-dayroutine with respect to the detachment whileembarked on the ship. When embarked onan aviation-capable or amphibious assaultaviation ship, the OIC reports to the officerspecified in the appropriate JFC taskingorder regarding the assigned missionand administrative routine. Normal procedurewill be for the organic helicopter squadron onthe aircraft carrier to act as host for a helicopterdetachment and to provide liaison between thedetachment, the ship, and the embarked air wing.The OIC has the authority and responsibilityfor the following:

a. Initiate coordination for a presailconference. (See sample checklist inAppendix A, “Sample Formats.”)

b. Coordinate detachment embarkationrequirements with the XO of the ship.

c. Provide certification documents tothe ship’s CO on the detachment’scompletion of presail requirements as setforth in paragraph 2 of Chapter IV,“Predeployment.”

d. Coordinate all requirements forcommunications to higher authority with theship’s CO.

e. Apprise the ship’s CO and operationsofficer of operational and support requirementsthat directly affect the ship’s operations.

“The art of command is not that of thinking and deciding for one’s subordinatesas though one stood in their shoes.”

Marshal of France Ferdinand FochPrecepts and Judgments, 1949

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f. Apprise the ship’s CO of detachmentreadiness when required for operationalreporting requirements to higher authority.

g. Ensure detachment compliance withship’s routine operating and administrativeinstructions.

5. Scheduling and Funding

a. In order to program sufficientresources over the long term, estimatesfor annual training requirements will beprovided to combatant commanders bythe parent Service. Routine trainingrequirements will be submitted in time for

inclusion in the quarterly employmentschedule conferences. Emergent trainingrequirements identified after the quarterlyemployment schedules conference will behandled case-by-case.

b. The Navy and Coast Guard willprovide ship services to support militarydeck landing qualification (DLQ) trainingrequirements. Individual Services willprovide assets to conduct the training and willbe responsible for helicopter operating costs.Expenses for temporary duty personnel andoperating costs to provide deck qualificationtraining for military aviators will be borne bythe respective Service.

The ship’s CO retains authority over helicopter units embarked where safety ofthe ship or its crew is involved.

CHAPTER IIITRAINING

III-1

1. Training Ship’s Personnel

Helicopter operations from ships placeboth ship and flight personnel in a uniqueand demanding environment. Closecoordination and proper actions arerequired by all personnel at all times.Operational effectiveness and flight safetyrequire extensive training in the areas ofcommand and control, aircraft coordination, andflight deck procedures. In addition to thestandard requirements beginning in paragraph2 of Chapter IV, “Predeployment,” thefollowing additional requirements will be metin order to safely operate helicopters aboardships.

a. In order to provide the required amountof teamwork and enhance flight safety, theair officer, aviation officer, detachment OIC,or a designated officer shall conduct thefollowing briefings:

• Commanding Officer and ExecutiveOfficer. The CO and XO will receive athorough brief from the air or aviationdepartment head and the OIC of theService helicopter detachment. Thisbriefing will cover, but should not belimited to, aircraft capabilities, plannedtraining, and operational evolutions, withimpact on ship’s schedule and waiverrequirements emphasized. Particularemphasis will be placed on the relationof each evolution to normal operationsand any waiver requirements.

• Helicopter Control Officer. The HCOor air officer will thoroughly brief theOIC of the Service unit before

commencing joint flight operations. Thisbrief will cover, but is not limited to thefollowing:

•• Radio communications and terminology.(See recommended brevity codes inAppendix G, “Brevity Codes.”)

•• Light and hand signals.

•• Aircraft configuration, includingfueling, armament, tiedown, and rescuespecifics.

•• Night-vision device (NVD) proceduresand operating techniques.

•• Emergency procedures.

b. Ship’s Air or Aviation Officer, FlightDeck Officer or Director, and Flight DeckCargo Supervisor. Key air operationspersonnel will be briefed on plannedoperations by the ship’s operations officer.Coordination of flight deck evolutions andoperation-specific procedures will be coveredin detail.

c. Officer of the Deck. All OODs will bebriefed by the air or aviation department headand operations officer regarding specificlimitations on deck movement, windenvelopes, and the ship’s light configuration.

d. Engineer Officer or Aviation FuelsOfficer. These officers will be briefed by theembarked detachment with regard to the typeof fuel to be brought aboard by the Serviceunits, fuel requirements, and fueling ordefueling procedures once aboard. Particular

“Individual training is the foundation on which unit effectiveness is built.”

LT GEN Arthur S. Collins, Jr.Common Sense T raining, 1978

III-2

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Joint Pub 3-04.1

attention will be paid to the hazards ofJP-4/8 and its effect on storage risks,volatility of mixtures, and firefightingconsiderations. The engineering or aviationfuels officer is responsible for routine fuelsample inspections and will provide a fuelsample for the helicopter aircraft commanderduring “hot refuelings” (refueling withengines, auxiliary power units, and/or rotorsin operation).

e. Crash Crew or Fire Party On-SceneLeader. Firefighting and rescue personnelwill be briefed by the embarked detachmentregarding aircraft particulars as they pertainto rescue and salvage operations. Onceembarked for operations, the helicopterdetachments will provide crash crewpersonnel with orientation lectures on rescueaccess, armament safing, ordnance,firefighting hazards, and aircraft emergencyshutdown procedures.

f. Landing Signal Officer or LandingSignalman Enlisted. The LSO or LSE willbe briefed by the embarked detachment onspecial requirements with regard to lighting,signals, NVDs, aircraft securing, and fuelingoperations.

g. Air Controllers and Combat InformationCenter Personnel. Air control personnel willbe briefed by the operations officer withregard to communications and identificationequipment, SAR capabilities, weather criteria,and instrument approach procedures.

h. Flight Deck Personnel. Flight deckpersonnel will be briefed by the embarkeddetachment on platform-specific proceduresfor fueling and deck handling evolutions,including procedures for the use of NVDs iftheir use is planned.

i. Ship’s Company Briefs. Whenapplicable, the ship’s company will be briefedby the executive department regarding

operations security aspects and restrictivelighting measures, including the lightinghazards during NVD operations.

2. Training of EmbarkedPersonnel

Maintenance personnel and aircrewassigned to helicopter detachments thatmaintain a capability to operate from shipswill receive joint helicopter operationsorientation training in order to ensure theirsafety and effectiveness at sea. Theserequirements apply to embarked operationsand are not intended to restrict personnel whoseexposure to the shipboard environment is limitedto DLQ training periods. The followingrequirements will be met for all situations exceptfor immediate operational requirements wherethe success of the mission would be clearlyjeopardized by delaying operations until requiredtraining can be obtained.

a. Pre-Embarkation Training

• Shipboard and aircraft firefightingtraining.

• Aviation ordnance training.

b. Embarkation Training. The followingrequirements will be met as soon as practicalafter embarking. These training evolutionswill be conducted by the ship’s companyindoctrination organization.

• Shipboard firefighting training.

• Shipboard electrical safety.

• Storage, handling, and disposal ofhazardous or flammable material.

• Hearing conservation.

• Emergency escape breathing device andoxygen breathing apparatus.

III-3

Training

effectiveness at sea and annual refreshertraining thereafter. Initial and refreshershipboard helicopter operations groundschool shall be taught by a shipboard-current instructor pilot. Emphasis will beplaced on aircrew coordination withstandardized and briefed voice proceduresfrom the crew chief or aircrewman to the pilotson all helicopter clearances with respect tothe landing area. Before initial qualification,completion and documentation of training inthe following areas are mandatory (see FigureIII-1):

• Shipboard hazards.

• Flight quarters organization.

• Launch, recovery, and aircraft movementprocedures.

• Aircraft landing and handling signals.

• Deck markings, lighting orientation, andvisual landing aids.

• Emergency procedures.

• Communication, EMCON, and navigationalaids (NAVAIDs).

Joint force personnel must be thoroughly trained in DLQ requirements.

• Hazards of electromagnetic radiation toordnance (HERO) and emission control(EMCON) plans.

• Material conditions of readiness.

• Basic damage control organization andembarked aviation detachmentresponsibilities.

• Abandon ship bill.

• Emergency egress blindfold drill(berthing compartment and workspace).

• Ship’s battle bill and man overboard bill.

• General Quarters (with and without flightquarters).

3. Shipboard Deck LandingQualification Requirements

The following pilot experience, currency,and qualification prerequisites apply toshipboard DLQ training.

a. Ground School. Aircrew assigned tounits requiring DLQ training need orientationtraining in order to ensure their safety and

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Joint Pub 3-04.1

• Aircraft and/or shipboard fuelingprocedures.

• Air traffic control procedures.

• Maintenance support procedures.

• Vertical replenishment (VERTREP)procedures (if applicable).

• Naval brevity codes and/or flightterminology.

• Marking (color coding) of ships’s flightdeck personnel.

b. Pilots obtain initial, recurrent, andrequalification training for type aircraft inaccordance with parent Service directives asappropriate.

SHIPBOARD DECK LANDING QUALIFICATIONREQUIREMENTS

Aircraft Landing andHandling Signals

Aircraft FuelingProcedures

Air Traffic Control

Deck Markings andLighting Orientation

Maintenance Support

Emergency Procedures

Communication,Emission Control,Navigation Aids

VerticalReplenishment

Procedures

Figure III-1. Shipboard Deck Landing Qualification Requirements

III-5

Training

c. Deck landing qualifications for USCG,USN, and US Marine Corps (USMC)helicopter pilots are listed in appropriateService publications. For US Army (USA)and US Air Force (USAF) helicopter pilots,the memorandum of understanding(MOU) between the Departments of theNavy, Air Force, and Army titled “Army/Air Force Deck Landing Operations,”

provides qualification requirements. Initialqualification and currency requirements forspecial operations units will be in accordancewith (IAW) MOU between Commander inChief, US Special Operations Command andChief of Naval Operations.

d. For initial DLQ evolutions, a Serviceliaison officer qualified as a pilot in the

INITIAL QUALIFICATION AND CURRENCY REQUIREMENTS

1. Single/dual spot (herein after referred to as single-spot) ships:

a. Initial day qualification consists of:

• Flight training conducted by either a USA/USAF DLQ instructor pilot(IP) or a USN/USMC helicopter aircraft commander (HAC) who iscurrent on single-spot decks.

• Ground School training per paragraph 3a above.

• Six field deck landings prior to six single-spot shipboard landings, allwithin a ten consecutive day period.

b. Currency requirements: Four single-spot shipboard landings within 90days.

• Pilots whose currency has lapsed, but who have made four single-spot landings within the last 180 days, shall:

•• Undergo training conducted by either a current DLQ pilot-in-command (PC) or DLQ IP.

•• Perform four field deck landings prior to six shipboard landings, allwithin a ten consecutive day period.

• Pilots whose currency has lapsed and who have not made 4 single-spot landings within the last 181 days shall undergo initial qualificationtraining.

c. Night single-spot helicopter operations require significantly moretraining and specialized equipment than day operations and may not beconducted except for life-threatening emergencies or operational necessity.Requests for this type of training will not normally be approved. Exceptionswill be handled on a case-by-case basis by USN (CNO N889F4) and USA(DAMO-TRS), or USAF (XOOS).

2. Multi-spot ships (LPH/LHA/LHD):

a. Initial day qualification consists of:

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Joint Pub 3-04.1

• Flight training conducted by a USA/USAF DLQ IP or unit trainer (UT)who is day current or a current USN/USMC HAC.


• Five day-field deck landings prior to five day-shipboard landings, allwithin a ten consecutive day period.

b. Day currency requirements: four shipboard landings within the precedingnine months. Pilots whose day currency has lapsed shall undergo initialday qualification; requalification shall be conducted by a USA IP, UT, or PC.USAF requalification shall be conducted by a DLQ or current MP, IP, or EP.

c. Initial night qualification:

• The pilot shall be day-qualified and current.


• Flight training shall be conducted by a night-current USA/USAF DLQIP or USN/USMC HAC.

• Six night-field deck landings prior to six night shipboard landings, allwithin a ten consecutive day period. Pilots must also comply with the72 hour requirement of para 2d.

d. Night currency requirements: six night shipboard landings within thepreceding 90 days are required to maintain currency. If more than 72 hourshave elapsed since the last night shipboard landing, one day shipboardlanding shall be performed within 24 hours prior to the next night shipboardlanding.

3. Pilots qualified on single-spot ships are qualified on multi-spot ships, butthe reverse is not true.

4. Aircraft carriers: Routine DLQ training and operations normally will not beconducted on CV class ships. Operations on CV class ships will be on a case-by-case basis and require a special ground brief by US Navy personnel, orArmy and/or Air Force personnel designated by the Navy to give the briefing.Pilots qualified and current on single- or multi-spot ships shall be consideredqualified and current on CV class ships.

5. Pilots performing logistics over-the-shore (LOTS) or VERTREP operationsthat involve external loads without a shipboard landing shall be deck landingqualified and current. Pilots scheduled to participate in LOTS/VERTREPoperations must receive a familiarization of the designated ship by US Navypersonnel or a previously familiarized US Army IP/PC or US Air Force IP/FlightExaminer.

e. Prior to DLQ operations, the OIC givesa crash and fire parties brief, including anaircraft walk-around for each type of

designated DLQ helicopter should be presentin the ship’s HCS to render assistance asrequired.

III-7

Training

participating helicopter. When a crash andfire parties briefing is conducted prior to thearrival of unfamiliar aircraft onboard the ship,a diagram identifying emergency egress and/or access locations, fuel tanks, oil andhydraulic reservoirs, battery location, enginecontrols, and onboard fire extinguishingsystems of the respective aircraft will sufficefor briefing purposes.

f. Night vision device ship landing initialqualification. Pilots shall meet the followingrequirements prior to NVD qualification:

• Initial qualification instructor pilots.IPs requirements are the same as forinitial day qualification. In addition, theIP will be night, NVD, and/or nightvision system ship-landing current asrequired by the type of ship operationsanticipated. A USMC instructor shallbe a designated night systems instructor.

• Air-capable ships. Night landing tosingle-spot ACS require significantlymore training, and request for this typeof operation or training will not normallybe approved. Exceptions will be handledon a case-by-case basis by the followingoffices:

•• Navy - Chief of Naval Operations(CNO), Code CNO N889.

•• Army - Chief of Staff of the Army,DAMO-TRS.

•• Air Force - Chief of Staff of the AirForce, XOOS.

• Amphibious aviation and aviationships.

•• Day currency within 72 hours ofcommencing night shipboard NVDqualification.

•• Five (5) NVD field deck landingpractices, or suitable simulator training.

•• Night currency.

•• Five (5) NVD DLQs within 10 daysof initiating night field deck landingpractices.

g. NVD Currency. Four (4) NVD shiplandings are required within the preceding 6months. If currency lapses, pilots are requiredto repeat initial qualification. Prior toexecuting NVD ship landings for initial andcurrency qualifications, crews will be NVD-current and qualified in the aircraft conductingtraining.

Note: NVD-aided qualification and currencydoes not constitute unaided qualification andcurrency. If the requirement for unaided nightship operations is anticipated, initialqualification is as described in paragraph 3cabove.

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Intentionally Blank

CHAPTER IVPREDEPLOYMENT

IV-1

1. Planning

a. Success of joint helicopter detachmentson ships is directly dependent on properplanning. Operators and planners mustunderstand the capabilities and limitationsof ship and helicopter interoperability if themaximum degree of safety, flexibility, andeffectiveness is to be realized. Presailplanning must include sufficient lead time toaccommodate training and qualification andmust be completed prior to conductingshipboard operations. For all shipboardhelicopter operations, a presail conference isrequired under normal circumstances.Conference attendees will include, at aminimum, shipboard and helicopterdetachment personnel.

b. Appendix A, “Sample Formats,”contains a sample letter of instruction to beused for planning purposes by joint helicopterdetachments.

2. Detachment Certification

Before embarkation, helicopter detachmentswill be certified for shipboard operations bytheir unit commander or other cognizantauthority. This certification will ensure thattraining requirements set forth in thispublication have been met and that thedetachment has met parent-Service trainingrequirements for the intended mission(s). Anyspecific training shortfalls or additionaltraining intended after embarkation should bebriefed during the presail conference whenapplicable and appropriate. Certification isnot required for all training operations that

do not require embarkation (e.g., decklanding qualification).

a. Helicopter Specifications. Prior tooperations, and when requested, thedetachment OIC will make availablediagrams of embarked aircraft to the HCOor air officer (Air Boss) and crash andsalvage parties prior to operations. Theseshould include but not be limited to the itemsshown in Figure IV-1.

b. Requirements for Aviation DetachmentPersonnel Assigned to Flight Deck Duties.

• All personnel will wear prescribedpersonal protective clothing and

“The man who is prepared has his battle half fought.”

CervantesDon Quixote, 1605

HELICOPTERSPECIFICATIONS

DIAGRAMS

Aircraft egress

Refueling locations

Tiedown points

Desired windenvelopes

Pitch and rolllimitations

Figure IV-1. Helicopter SpecificationsDiagrams

IV-2

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Joint Pub 3-04.1

equipment while on the flight deckduring helicopter operations.

• Aviators should attend an instrumentrefresher training course within thepreceding year before participation inshipboard operations.

• Shipboard firefighting indoctrinationtraining is required for flight deckpersonnel.

3. Corrosion Prevention andControl

The shipboard environment is inherentlycorrosive. Embarked aircraft will requirecleaning and treatment for corrosion morefrequently than shore-based aircraft.Detachment OICs must place specialemphasis on the importance of a dynamiccorrosion prevention and control program andensure that corrosion prevention and controlreceive priority for timely accomplishmentalong with other required maintenance. Thefrequency and content of a program forcleaning, corrosion control, and preservationof aircraft and support equipment should beestablished prior to commencing embarkedoperations.

CHAPTER VAIRCRAFT DEPARTURE AND RECOVERY PROCEDURES

V-1

1. Deck Operations

a. The ship’s flight quarters checklist needsto be completed before helicopter operations.

b. Permission for any movement ofhelicopters must be obtained from theOOD on the bridge, who will be notifiedwhen the move is complete and the aircrafttied down.

c. Some military helicopters do not haverotor brakes or droop stops. Helicopterswithout rotor brakes or droop stops mayoperate from shipboard landing decks butshould not routinely shut down. Extremecaution must be exercised during alloperations (especially during gusty windconditions) to preclude damage to aircraft orinjury to personnel. All rotor blades will besecured immediately following shutdown.

d. The OOD will provide the safest deckconditions possible until the helicopters havebeen secured. Helicopters are alwayschocked (if equipped with wheels) whenspotted on the flight deck or in the hangar,except during emergency launch (sea statepermitting).

WARNING

Brakes will be set on during alltakeoffs, landings, and while on deck,for helicopters equipped with wheels.

e. The deck status lights system includes alight fixture with three lenses or rotatingbeacons. They are normally located on a highpoint in the pilot’s field of vision and are usedto indicate the flight deck’s ability to operate

“A collision at sea can ruin your entire day.”

Thucydides

aircraft. Red indicates fouled deck (when theship is operating airborne aircraft) or clear tostart engines (when the ship has aircraft ondeck). The Coast Guard uses a single ambersignal to indicate clearance for both enginestart and rotor engagement. Amber is usedfor rotor engagement or disengagement, andgreen indicates clear to launch and recoverhelicopters. Deck status lights are normallyfor communication with flight deckpersonnel only. Pilots will not use thedeck status lights for clearance for enginestart, rotor engagement, or takeoff orlanding. Pilots will follow LSE or LSOsignals. See Figure V-1 for command anddisplay signals.

WARNING

All anti-collision lighting will be offduring all deck operations to ensurethat the deck crew’s night vision is notimpaired. Aircraft position lightingwill be as required for operation inprogress.

f. Flight crews will request clearance forstart and runup before scheduled takeofftime. Engines may be started upon LSE orLSO signal.

• Troubleshooting. If the helicopterexperiences maintenance problems, thepilot will signal for maintenancepersonnel. Deck crew personnel willdetermine the nature of the problem anddiscuss the situation with the pilot incommand and inform the LSE, LSO,HCO, or OOD and tower operator whena decision has been made concerning thestatus of the helicopter.

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Joint Pub 3-04.1

COMMAND AND DISPLAY SIGNALS

EVOLUTION COMMAND PILOTSIGNAL 1/

SHIPDISPLAY 2/

MEANING 3/

1. Prepare to startengine.

Check tiedowns,chocks, and allloose gear aboutdeck.

Hand signals toLSE/LSO (day).

Red signal inflight deck area.

Verify chocks andtiedowns in place.Boots removedand stowed. Manfire extinguisher.

2. Start engines.4/

Start engines. Hand signal toLSE/LSO.

Red signal inflight deck area(USN). Ambersignal in flightdeck area(USCG).

Authority forresponsible flightdeck personnel tosignal for startingengines. Ship notready for flightoperations.

3. Engage rotors. Stand clear ofhelo(s) engagingrotors.

Hand signal.Position lightsFLASHINGBRIGHT (DIM fornight).

Amber signal inflight deck areauntil rotors areengaged, then redsignal.

Ship is ready forpilot to engagerotors. Authorityfor responsibleflight deckpersonnel tosignal for rotorengagement ifimmediate areaclear. Shiprestricted frommaneuvering andwinds withinengagementlimits. Ship notready for flightops.

4. Ready forlaunch.

Obtain permissionfrom bridge forgreen deck.

Thumbs up toLSE/LSO (day).Position lightsSTEADYBRIGHT (DIM fornight). May give"thumbs up"signal by turningon flashlight orother movablelight and moving itup and down(USCG) (night).


HCO/LSOrequest greendeck from bridge.Ship maneuversto obtain winds forlaunch. Pilotsfinish checklist.

Figure V-1. Command and Display Signals

V-3




SHIPDISPLAY 2/

MEANING 3/

5. Launch. Remove alltiedowns onpilots signal.Launch helo(s).

Hand signal toremove chocksand chains.

Green signal inflight deck area.

Ship is ready inall respects forflight ops. Ship isestablished onflight course andrestrictsmaneuvering.Bridge grantsgreen deck. Windis within launchenvelope.Authority grantedto pilot incommand tosignal removal ofchocks andchains. Authorityfor LSE/LSO tolaunch helo whenchains areremoved.

6. Ops normalreport.

Secure from flightquarters.

OPS NORMALradio call frompilot unlessprohibited byEMCON, then aship fly-by withthe landing lightturned ON priorto departing area.

As appropriate. Helo systemfunctioningcorrectly.Commencingassignedmission.

7. Helo(s)inbound forlanding.

Prepare to landhelo(s).

None. Red signal inflight deck area.

Preparedesignatedlanding area toland helo(s). Shipnot ready torecover helo(s).

8. Recovery. Land helo. None. Green signal inflight deck area.

Ship is ready inall respects toland helo(s).Wind is withinrecoveryenvelope.

Figure V-1. Command and Display Signals (cont’d)

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Joint Pub 3-04.1

Figure V-1. Command and Display Signals (cont’d)

• Communications. All necessarycommunications systems checks shouldbe accomplished before requestingclearance for takeoff.

• Navigation and Sighting Equipment.Navigation and sighting systemalignment and stabilization can beaccomplished before launch.

WARNING

Under no condition will helicopters beground taxied onboard ships.

g. When all prelaunch checks are completeand the pilot is ready for launch, the pilotsignals the LSE, LSO, or HCO by transmittinga request for takeoff to the HCS or primary



SHIPDISPLAY 2/

MEANING 3/

9. Prep. forshutdown.

None. Hand signal todisengage (day).Flash positionlights (night).


Once chocks andchains areinstalled, ship isfree to maneuver.Pilot signalswhen ready todisengage, andship obtainsappropriatewinds over deck.

10. Disengagerotor.

Stand clear ofhelo. Disengagerotors.

None. Amber signal inflight deck areauntil rotorsstopped, then redsignal.

Authority forresponsible flightdeck personnelto signal todisengage rotorswhen area isclear. Windswithindisengagementenvelope. Shiprestricted frommaneuveringuntil rotors havestopped.

1/ Pilot and LSE hand signals from Appendix F. Ship specific signals between aircraft and shipshould be briefed prior to commencing flight operations. These include, but are not limited to,night signals using aircraft navigation and position lights.

2/ Deck status lights convey a condition met throughout the ship in preparation for a certain flightevolution. However, final clearance for a specific task depends upon mutual coordination amongpilot, officer of the deck, HCO or LSO, and LSE.

3/ NVD deck signals are coordinated via sound powered telephone circuits or ICS COM.

4/ Some helicopters engage rotors simultaneously with engine start.

V-5


flight control tower and by turning theaircraft’s navigation lights to steady-bright(steady-dim at night, if able). When takeoffclearance is granted and all tiedowns havebeen removed, the pilot is cleared to takeoff at LSE or LSO signal. The pilot shouldperform a hover power check before leavingthe deck to ensure that sufficient power isavailable for flight. Once the helicopter hascleared the flight vicinity of the helicopterlaunch and recovery area, the pilot will signalor report “ops normal” to the tower orhelicopter direction center, provide thenumber of souls on board, and give the totalfuel remaining state in hours and minutesunless prohibited by operational or tacticalrestrictions. Determination of the fuel statewill be the time that engine “flame out” (fuelexhaustion) can be expected. If the aircraft isleaving the tower’s control, this report willbe given to the CIC or HDC. The CIC orHDC will maintain a record of the fuel stateof each helicopter during each flight.

h. If required, the aviation unit will provideNVDs to the ship for use during NVDoperations.

i. Flight quarters should be set before thescheduled recovery time or in sufficient timeto allow for recovery of all helicopters beforethe fuel state of any helicopter reaches 30minutes fuel remaining. When a helicopteris operating near a ship or ships, at least oneready deck will normally be kept available inthe event that the helicopter needs to conductan emergency landing.

• Under VMC, aircraft will contact thetower no later than 5 miles inbound forlanding instructions. Upon check-in,aircraft should expect to receive BRC,ship’s speed, wind, altimeter, deck pitchand roll information, and clearance intothe landing (Charlie) pattern or a holding(Delta or Plane Guard) pattern.

• Clearance to land will be obtained from thehelicopter control station or primary flightcontrol tower before final approach.Shipboard landings will be performed withaircraft parking brakes set and nose wheelor tail wheel locked, if applicable.Recovery spot configurations are depictedin Annex D to Appendix B, “Control Areasand Approach Charts.”

Movement of helicopters on the deck is controlled by the OOD on the bridge.

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Joint Pub 3-04.1

WARNING

While aircraft are landing, all nonessentialpersonnel will remain clear of flightdeck landing area.

j. Night launch and recovery operationsare the same as for day operations exceptthat the volume and speed must be reduced.Helicopters without instrument flightcapability should not be flown at nightunless operational conditions require it.During night flight operations, optimum wind,pitch, and roll conditions will be provided forlaunch and recovery evolutions.

• Shipboard lighting systems are depictedin the Naval Air Warfare Center, AircraftDivision (NAWCAD), Lakehurst, NJ,Shipboard Aviation Facilities Resume. Astabilized glide slope indicator (SGSI) isprovided on most air-capable ships to aidnight shipboard landings.

• The LSE will use lighted wands.

• Flight deck personnel will use a clear lensin goggles.

k. Night Vision Device Operations

• NVD operations are authorized andshould be conducted in accordance withthe ship’s helicopter operating proceduresand the aircraft’s parent Servicedirectives. The use of NVDs mayrequire emission control, blacked-outoperations that include start-up,launch, and recovery, a n d variousapproaches and maneuvers. Allnonstandard NVD operations will bethoroughly briefed to the ship’s CO andAir Officer. The unique nature of theseoperations requires a higher degree ofcoordination and planning betweenaviation units and ship’s personnel.

• All ship lighting that may affect the safeoperations of NVDs will be filtered orextinguished. Aircrews will identifylighting hazards to the helicopterdetachment OIC or ship’s personnelimmediately.

WARNING

If the ship’s stern position lightsignificantly impairs aircrew ability tosafely conduct NVD operations, it willbe extinguished during flightoperations. Flight deck edge lights arerequired to be on, at minimumintensity, during NVD DLQ and otherexercises where NVDs will be usedduring flight operations.

l. Ordnance Loading and Downloading.See Chapter VI, “Aviation Ordnance.”

2. Flight Operations

See Figure V-2.

a. Helicopter Readiness Conditions.Flight crews assigned alert conditions will benotified early enough to permit normalpreflight inspection, start, warm-up, andcompletion of the takeoff check list. Alertconditions will be defined by the JFC in theOPORD.

b. Air Traffic Control Procedures.Weather in the ship’s control area or zoneis the most prominent factor affecting thedegree of aircraft control necessary. Thetype of aircraft control to be employed duringdepartures and recovery is determined by theship’s CO unless otherwise specified by higherauthority. Helicopters may be required tooperate under positive control. Thecontrolling agency will establish radar andradio contact with the aircraft beingcontrolled. The aircraft will comply withpublished approach or departure procedures.

V-7


Positive control of helicopters will be usedunder the following conditions unlessotherwise prescribed:

• Ceiling less than 500 feet above groundlevel.

• Forward flight visibility less than 1 mile.

• All flight operations between 1/2 hourbefore sunset and 1/2 hour after sunriseexcept for Coast Guard cutters and asmodified by the operational commanderor ship’s commanding officer.

c. All helicopters will be under positivecommunications control at sea unlessotherwise directed. Pilots will not shiftfrequencies without notifying and/or

obtaining permission from the controllingagency.

d. Departure Procedures

• Visual Meteorological Conditions.Helicopters will clear the control zone ator below 300 feet or as directed by thetower or HCO. When IMC are notanticipated during departure andsubsequent rendezvous, it is known as a“Case I” departure.

• Instrument Meteorological Conditionsand Night Unaided Operations. Thehelicopter will depart on the stipulateddeparture course, climbing to a minimumof 300 feet before commencing a turn,unless otherwise directed.

FLIGHT OPERATIONS

Helicopter ReadinessConditions

Air Traffic ControlProcedures

Takeoff Minimums

DepartureCommunications

Procedures

Arrival Procedures

VisualMeteorological

Conditions

InstrumentMeteorological

Conditions CaseDepartures

InstrumentMeteorological

Conditions and NightUnaided Operations

Departure Procedures

PositiveCommunications

Control

Figure V-2. Flight Operations

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Joint Pub 3-04.1

• IMC Case Departures. Aviation andamphibious aviation assault shipsnormally engage in multi-aircraftoperations. Departures are coordinatedin accordance with the following.

•• Case II. Weather at ship not less than500-foot ceiling and 1 mile visibility.Helicopters will depart via Case Ideparture and remain below the clouds.If unable to maintain VMC, helicopterswill proceed in accordance with Case III.

•• Case III. Weather conditions at the shipare below Case II minimums or whendirected by the commanding officer.Helicopters will launch at not less than1-minute intervals, climb straight aheadto 500 feet, and intercept the 3-mile arcin the direction given by control. At the3-mile point, helicopters will arc tointercept the assigned departure radial.Upon reaching the assigned departureradial, departure helicopters shall turnoutbound and commence climb toassigned altitude. Both ship andhelicopter must be equipped withTACAN to execute a Case III departure.If either is not TACAN equipped, thenthe procedure (and weather conditions)in the Case II paragraph above applies.Helicopters should be IMC-equipped tofly during Case III conditions.

e. Takeoff Minimums. Takeoff isauthorized in weather conditions down topublished minimums for the availableinstrument approach or parent Serviceregulation. Takeoff minimums may bedetermined using approach minimums for anapproach to another ship within the operatingrange of the helicopter if the alternate ship isat flight quarters or on alert for short-noticeoperations. Positive control must be availablefor all operations conducted in weather below500-foot ceiling, 1 mile visibility.

f. Departure Communications Procedures.The helicopter will launch with radios tunedto predetermined frequency and will be underthe control of the CIC, HDC, or CATCCimmediately following launch. If operatingaircraft are not NVD-or IMC-equipped, theaircraft will not be required to changefrequencies or identification, friend or foe(IFF) codes until at least a 300-foot altitudeand level flight configuration have beenattained.

g. Arrival Procedures

• Inbound helicopters will check in withthe CIC, HDC, or CATCC uponentering the control area (50 miles, ifable) and provide the followinginformation:

•• Call sign

•• Position (relative to the ship)

•• Altitude

•• Fuel state

•• Souls on board

•• Other pertinent information that mightaffect recovery. (See Chapter VI,“Aviation Ordnance,” for procedures tofollow with hung or unexpendedweapons.)

• Visual Flight Rules Descent andApproach. If descent and approach canbe accomplished in VMC, the pilot willbe passed to primary flight control(PriFly) or HCS (both equivalent to acontrol tower) at 5 miles, and the LSE orLSO shall aid in recovery. Aboardaviation ships and amphibious aviationassault ships, helicopters will possibly beheld in Delta or Plane Guard patterns

V-9


before final landing clearance. Thestarboard (right hand side) Delta Patternfor all ships is flown at 300 feet betweenthe 045 and 110 degree radial relative tothe BRC. Occasionally, a port (left handside) Delta may be assigned and is flownin a similar fashion on the port side ofthe ship.

•• Standard Helicopter LandingPatterns: (1) The standard landingpattern (Charlie pattern) is the Case IVMC helicopter landing pattern. Thelanding patterns for all ship types areessentially the same. Principaldifferences to plan for are flight deckelevations and obstructions in proximityto the landing area that become factorsin transitioning from the approach tolanding profile. The Charlie pattern isflown at 300 feet at 80 knots indicatedairspeed. The landing approach starts notlater than on the downwind leg abeamthe intended point of landing. The leftor right turn to final will be made tointercept the 45 degree line at the 90degree position for ships with offsetlanding centerlines, or to intercept theship’s wake for an up-the-stern finalapproach. The approach is thencontinued straight in to the spot forlanding. Annex B-A depicts the typicallanding pattern and control zones andrestrictions for the amphibious assaultship as well as the landing platformhelicopter, general purpose amphibiousassault ship, and/or general purposeamphibious assault ship (with internaldock) class ships, which is a slightmodification to the approach used forsmaller, single-spot ships. Landing ahelicopter on a spot to the immediatefront of another helicopter should beavoided whenever possible.

WARNING

When helicopters approach on the 45degree bearing to land immediately infront of a spot occupied by anotherhelicopter (on LHD/LHA/LPH classships), rotor clearances (main and tail)between the two aircraft during thefinal portion of a 45 degree approachare significantly reduced.

(2) When approaching a spotimmediately in front of a spot occupiedby another helicopter, the final portionof the approach on the 45 degree bearingshould terminate at a point directly abeamthe intended landing spot. From thispoint the final transition is flown bysliding sideways to a hover over thelanding spot. The landing should bemade by the pilot in the right seat. (3)The Charlie pattern and the HelicopterNight Case I recovery pattern are thestandard Case I night helicopter landingpatterns. The air officer shall ensure thatall airborne aircraft and the squadron dutyofficer are informed when changing fromone night landing pattern to another.Simultaneous use of the Charlie and theNight Case I recovery patterns is notauthorized. (4) On multi-spot ships,completion of the night recovery patterndepends on the location of aircraft andother obstructions on the flight deck. Ifthe landing spots aft of the assignedlanding spot are clear, the helicopter maycomplete a straight-in approach over thestern and air-taxi to the landing spot.When there are obstructions between thestern and the landing spot, the air officershall direct the pilot to adjust the patternto fly close aboard the port side andintercept the 45 degree lineup for theassigned landing spot.

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• Instrument Flight Rules (IFR)Approach Procedures. Helicopteroperations are not normally conductedwhen weather is below a ceiling of 500feet and/or less than 1 mile visibility,unless a carrier-controlled approach(CCA) or precision approach radar(PAR)-equipped facility is availablewithin the operating range of thehelicopter. ACS primarily use TACANor nondirectional beacon (NDB), ifequipped, for approaches underinstrument conditions. (See Appendix B,“Control Areas and Approach Charts.”)The emergency low visibility approach(ELVA) and the smokelight approach areavailable for use under emergencyconditions when a CCA or PAR-equipped facility is not available andweather at the ship is below minimumsfor TACAN or NDB approaches.(See Figures B-C-1, B-C-2, and B-C-3for ELVA pat terns, smokel ightprocedures, and emergency marshalpatterns.)

Note

NDB approaches are based on very highfrequency (VHF) or direction finder UHFand/or direction finding (DF) equipment.Aircraft must be properly equipped toconduct VHF or DF approaches to usethe NDB overhead approach.

•• Case Arrivals. Arrivals to aviationand amphibious aviation assault ships aredivided into the following cases. (1)Case I. Visual Descent and Approach.Weather minimum 1000-foot ceiling and3 miles visibility. Pilots will report “shipin sight” when visual contact is madewith the ship. The HDC approachcontrol will switch the helicopter to thetower at 5 miles for landing clearance.(2) Case II. Controlled Descent andVisual Approach. Weather minimum500-foot ceiling and 1 mile visibility.

Positive control will be used until thepilot reports “ship in sight.” The HDCor approach control will be ready toassume control of Case III recovery ifthe weather deteriorates below Case IIminimums. (3) Case III. Case III willbe used whenever weather conditions atthe ship are below Case II minimumsand at night unless otherwise directed.A straight-in, single-frequency approachwill be provided in all cases. Precisionradar will be used whenever available.Marshal information is assigned usingTACAN approach charts. Pilots willadjust patterns to depart the marshal atthe assigned expected approach time.When the pilot is established on finalapproach course, heading and glideslope information will be passed, ifavailable.

•• Visual Landing Aids. Availabilityof visual landing aids by ship type willbe depicted in the ship’s facilityresume. (See NAWCAD-ENG-7576,“Shipboard Aviat ion Faci l i t iesResume.”) (1) Stabilized Glide SlopeIndicator . The SGSI (Figure V-3)provides a single bar of green light (1-1/2degrees), amber light (1 degree), or red light(6-1/2 degrees). The color of the lightindicates whether the aircraft is above(green), below (red), or on (amber) theproper glide slope. An aircraft executingan SGSI approach would normallyintercept the glide slope path at an altitudeof 350 feet and a distance of 1 mile, andshould fly the amber-red interface. (2)Horizon Reference System (HRS). TheHRS is a 10 foot electroluminescent bardesigned to be used in the deckenvironment to provide an artificialhorizon during night operations. (3)Fresnel Lens Optical Landing System(FLOLS). FLOLS is installed aboardCV-class ships. It is an electro-opticalgyro-stabilized pilot landing aid. Thesystem presentation is a central amber

V-11


light (ball) and a green cross bar (datum).The position of the ball relative to thedatum line is indicative of the aircraftposition relative to the selected glideslope.

• The Vertical/Short Takeoff and LandingOptical Landing System (V/STOL OLS)provides glideslope and trendinformation to a pilot approach to a hover.The display is mounted above the deckon the aft end of the island. Pitch androll stabilization compensates for asmuch as 3 degrees of the ship pitch and14 degrees of roll. When the indicatoramber ball of light is lined up with the

two green datum bars, the pilot is on theproper glideslope. The on-glideslopeindication is set for 3 degrees to bringthe aircraft to the ship’s ramp with thepilot’s eye approximately 50 feet abovethe deck on tramline.

• The indicator display is also light coded.The lighting code defines the upper andlower limits of the indicator display,allowing the sensing of these limits bygoing from a normal amber brightnessto a brighter, non-flashing, then flashingamber, when tending to go out of the topof the display or to a brighter, non-flashing, then flashing red when tending

STABILIZED GLIDE SLOPE INDICATORTRICOLOR BEAM

AMBER-RED INTERFACE CROSS REFERENCE*Distance (nm)

13/41/21/4

Altimeter (feet above water)350275200125

Horizontal

Amber-red interface 3 degrees above horizon1 Degree Amber

1.5 Degrees Green9 Degrees Total

*SGSI-to-water distance is 45 feet (typical FF/FFG/CG)

6.5 Degrees Red

Figure V-3. Stabilized Glide Slope Indicator Tricolor Beam

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Joint Pub 3-04.1

towards the bottom of the display. The20 degrees horizontal display is orientedso that the pilot is not distracted by theV/STOL OLS indicator display as theaircraft crosses the ramp on the approachline. At this point, the pilot will lose theV/STOL OLS indicator and transitionsto the final phase of recovery.

3. Specific Mission AreaOperations

Specific mission area operations or specifictactics between USA, USN, USMC, USAF,and USCG helicopters may be furtherdelineated in tactical memorandums. Thesedocuments are specific in scope and are to beused in conjunction with this publication.

4. Emission Control

When the use of radio communicationsis not authorized because of the EMCONcondition in effect, routine helicopteroperations may be conducted by the use ofvisual signals. Helicopter control ships willnotify receiving ships by visual means thathelicopter operations will be conducted withsufficient lead time to ensure that the receivingship will be ready for helicopter arrival. Largecards displaying the ship’s tactical call,communication frequency, and hull numberwill be used by the control ship to inform thehelicopter pilot of the destination and bearingand distance (pigeons) to the aircraft

Figure V-4. Signal Flag Display

SIGNAL FLAG DISPLAY

Evolution Signal Flag Display MeaningMeaning

1. Setting "helicopterdetail"

2. Ready to conducthelicopter operations

3. A delay or interruptionof the evolution

HOTEL (HOTEL ONE)at the dip (1/3 mast)

HOTEL (HOTEL ONE)closed up (full mast)

HOTEL (HOTEL ONE)at the dip (1/3 mast)

Ship is preparing to conducthelicopter operations. Display ared signal in the helo ops area

Ship is ready to conductoperations. Display a greensignal in helo ops area

A temporary delay in ops. Thelanding signal enlisted will givea waveoff to the helo and a redsignal will be displayed in thehelo ops area

4. Helo operations arecomplete

HOTEL (HOTEL ONE)hauled down (no flag)

Ops (transfer) arecomplete

HOTEL FLAG (HELO OPS)

White Red

NOTE: HOTEL flag is displayed on the ship's mast

V-13


destination. Signals shown in Figure V-4and Appendix F, “Aircraft HandlingSignals,” will be used for helicopteroperations. The controlling ship will guardthe helicopter frequency, and radiotransmissions will not be authorized unlesssafety of flight or an emergency situationrequires violating EMCON.

a. Visual communications are extremelyimportant to joint shipboard helicopteroperations. Proper use of the HOTEL flag,deck status lights, and flight deck statussignaling system lamp signals are a valuablebackup to radio communications. In the eventof radio failure, routine helicopter missionscan be completed by the use of visual signals.

b. An overdue helicopter, unplannedposition and intended movement change,rapidly deteriorating weather, or other safety-of-flight factors justify termination of theprescribed peacetime EMCON condition untilthe cause for termination is no longer a factor.The ship will be prepared to operate radar,TACAN, and radios on short notice.

• Launch. During communications-silentlaunch operations, aircrews willcommunicate with the LSE, LSO, or HCO(if required) via intercom or light signals.The LSE or LSO will then relay informationto the tower or helicopter control station.

• Recovery. During communications-silent recovery operations, aircrews willfollow flashing ship’s position lights and/or mast lights.

• LSE or LSO. The LSEs or LSOs shouldbe present during NVD operations. TheLSEs or LSOs should use infraredchemical lights or NVD-compatible lightwands. The signals of “wave off” or“hold” are still mandatory. When LSEsor LSOs are not required, they may beused as safety observers.

5. Military Air DistressFrequency

Officers in tactical command (OTCs) willinclude in their communications plan therequirement that all ships with helicoptersoperating will monitor the UHF Guard ormilitary air distress frequency. This will allowa pilot out of UHF range with the controllingship to attempt to communicate with anymonitoring ship in the event of an emergency.

6. General Fueling Procedures

Helicopter fueling operations on shipsare classified as either cold refueling(engines off) or hot refueling (rotorsturning or engines operating). Coldrefueling may be accomplished by pressureor gravity. Hot refueling is limited to pressurefueling only.

a. Type of Fuel. To reduce the hazard ofshipboard fires, only fuel with a flash pointabove 140 degrees fahrenheit is permitted tobe stored aboard ships. JP-5 meets Navyrequirements and is naval aviation’s standard fuel.Helicopters containing any fuel other thanJP-5 will not be hangared or defueled into theship’s fuel system until the helicopter’s fuelflashpoint is raised to 140 degrees fahrenheit. Forexceptional circumstances, procedures forhangaring helicopters with other than JP-5 maybe found in NAVAIR-00-80T-106. Thefollowing procedures should be used to raise theflashpoint to the desired level:

• Preferred procedure. Defuel helicoptercompletely and refuel with JP-5. Shipshave limited ability to handle hazardouswaste; therefore, this procedure shouldbe done ashore prior to embarking on theship.

• Alternate method. Helicopter shouldburn down to minimum fuel and refuelwith JP-5 after landing.

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Neither procedure is guaranteed to raisethe flashpoint. The ship will take fuelsamples and determine flashpoint prior tohangaring the helicopter. It may be necessaryto repeat the procedures several times.

b. Hot Refueling Aircraft withOrdnance. Aircraft with ordnance are notnormally hot refueled onboard ships.When all required HERO precautions havebeen met, the ship’s CO may authorizeordnance-equipped helicopters to be hotrefueled when required by operationalnecessity, as defined by the glossary of thispublication.

c. Aviation Fuel Handling Precautions

• Do not handle aviation fuel in opencontainers.

• Dispose of fuel-soaked rags as soon aspossible and in accordance with ship’shazardous waste disposal plan.

• Only explosion-proof flashlights may beused in spaces with aviation fuels.

• Do not discharge aviation fuel or anyhazardous waste overboard withoutpermission of the ship’s CO.

• In the event of a fuel spill, the fuelingprocess should be stopped and the fuelspill cleaned up immediately. Notify theOOD (on air-capable ships) or aircrafthandler (on AAAS or aviation ship [AS])following any aviation fuel spill.

• Smoking and open flames are notpermitted within 50 feet of aviation fuelservice systems.

• Avoid breathing aviation fuel fumes.

• Fuel will not be issued for any purposeother than fueling.

• Wash skin with soap and fresh water assoon as possible if it comes into contactwith aviation fuel.

• Eye protection is required when handlingaviation fuel.

CHAPTER VIAVIATION ORDNANCE

VI-1

1. Purpose

This chapter amplifies the informationprovided in NWP 3-04.1M, “HelicopterOperating Procedures for Air Capable Ships,”CV naval air training and operatingprocedures standardization (NATOPS), andLPH/LHA/LHD NATOPS when engaged insupporting joint shipboard aviation ordnanceevolutions, and provides the ship’s CO andaviation detachments with predeploymentrequirements and standing operatingprocedures when operating helicopters fromUSN and USCG vessels. The necessity totrain for and conduct combat operationsrequires the acceptance of certain risks thatcannot be avoided in the handling of explosiveweapons. Because weapon-handlingevolutions introduce risk, they require carefulplanning and preparation. Commandingofficers will continually weigh therequirement to conduct each weaponevolution against additional risk beinginterjected and accept only those evolutionsin which the need clearly outweighs therisk. Procedures prescribed are not intendedto be all-inclusive, but rather a reference guideto be used by embarked helicopterdetachments when assigned to and operatingfrom USN and USCG vessels. Allpublications and technical manuals referencedare official directives as depicted in NAVSEAOP-4, “Ammunition Afloat.” Deviationsfrom stowage and compatibility requirementsaboard USN ships will not occur without priorapproval of a waiver or exemption by theCNO. All requests for waivers or exemptionswill be submitted IAW Chief of NavalOperations Instruction (OPNAVINST)

8023.20 (series) via the appropriate chainof command and Commander, Naval SeaSystems Command (COMNAVSEASYSCOM),for approval.

2. Introduction

The movement, handling, and stowageof explosive ordnance carried aboard shipsand aircraft is inherently dangerous.Therefore, shipboard handling andstowage of explosives and ammunition aregoverned by the most definitive andrestrictive Department of Defense (DOD)regulations and precautions. (See AppendixD, “Ordnance,” for permissible stowagematrix.) Because of the confined environmentonboard ship, what might be considered arelatively minor explosive incident ashorecould be catastrophic underway. Safety mustnot be jeopardized by the introduction ofweapons not designed for shipboardenvironment nor the reliance on personnelunfamiliar with the shipboardenvironment. The destructive capacity ofexplosives has the potential to severely crippleor destroy a ship and its company in seconds.It is therefore imperative that authorized safetyprocedures be exercised at all times byqualified and certified personnel involved inordnance handling and stowage operations,and only weapon systems approved forshipboard use are used (inert warheads willbe used to the maximum extent possibleduring training). Safety is the responsibilityof all levels of command, and understandingthe risk is paramount. Sound knowledge anda healthy respect for ordnance operations willhelp ensure that safety requirements are met.

“It is firepower, and firepower that arrives at the right time and place, thatcounts in modern war.”

B.H. Liddell HartThoughts on W ar, 1944

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The following describe the essential elementsin ensuring safe shipboard aviation ordnanceoperations:

a. Weapon System Explosive SafetyReview Board (WSESRB). The WSESRB,designated by the CNO, reviews safety aspectsof weapons or explosive systems and makesrecommendations to the CNO and theoriginating Service regarding acceptance orrejection for use on USN ships. Naval SeaInstruction (NAVSEAINST) 8020.6 (series),“Weapon System Explosive Safety ReviewProgram,” describes the WSESRB program.The WSESRB is headed by a representative ofCOMNAVSEASYSCOM (SEA-06) andstaffed by safety representatives of othernaval commands. Service representativesparticipate as required. All weapon systemsand launch platform weapon controlsystems employed on ships will be reviewedby the WSESRB before their use aboardship. WSESRB responsibilities includereview of all mechanical, chemical, biological,and electrical hazards associated with aweapon system. NAVSEAINST 8020.6(series), “Weapon System Explosive SafetyReview Program,” provides a list ofinformation and data required forconsideration by the WSESRB.

b. NAVSEA OP-4, “Ammunition Afloat,”is a document that prescribes the minimumsafety requirements and regulations for theissue, receiving, handling, stowage,surveillance, maintenance, and return ofconventional ammunition along with thepreparation of associated reports by unitsafloat and their certification.

c. Commander, Naval Air SystemsCommand (COMNAVAIRSYSCOM). CNOhas directed that COMNAVAIRSYSCOMreview all loading procedures andchecklists. COMNAVAIRSYSCOM, throughmessages, notices of ammunitionreclassification, and technical publications,places restrictions on the use of munitions (live

or inert) for operations ashore and afloat.Restrictions are applicable to all Servicesaboard naval vessels.

3. Responsibilities

Ships designated to support helicopterdetachments involving aviation ordnancewill provide approved stowage areas,security, and appropriate armamentweapons support equipment (AWSE).Qualified and certified aviation ordnancesafety supervisors, as identified in paragraph5, will support all evolutions involvingmovement or use of aviation ordnancemunitions and associated materials. EachService is responsible for ensuring that theWSESRB has completed review of allmunitions assigned to the mission.

a. The ship’s CO is responsible for thefollowing:

• Providing safe ordnance operations andverification of helicopter detachment andpersonnel ordnance certifications.

• Maintaining a technical publicationslibrary of aviation ordnance handling,safety, and security publications,checklists, and associated Navy typecommand instructions, as listed in AnnexB of Appendix D, “Ordnance.” Thesepublications will normally be madeavailable as a predeployment package bythe type commanders (TYCOMs).

• Stowing all ammunition in accordancewith NAVSEA OP-4, “AmmunitionAfloat” and, if required, submittingwaivers for stowage of ammunition andobtaining approval prior to loading onboard.

• Verifying that all ordnance for use by thehelicopter detachment has been approvedby the WSESRB and reported to theTYCOM on initial receipt of all ammunition

VI-3

Aviation Ordnance

brought aboard for the aviation detachment.Monthly reports reflecting air detachmentinventory will be submitted until thedetachment departs. A final report will thenbe submitted.

• Ensuring that a HERO or EMCON billis promulgated before arrival of ahelicopter detachment. Commandingofficers will ensure that electromagneticradiation hazards that have the potentialto affect electro-explosive ordnancedevices, fuel, and assigned personnel arecontrolled during shipboard helicopteroperations. The ship’s HERO orEMCON bill should depict individualHERO or EMCON conditions to be setbefore each specific operationalcondition (e.g., arming or de-arming,aviation ordnance movements, fuelingoperations).

• Establishing an aviation ordnancequalification or certification board inaccordance with Appendix D,“Ordnance,” to certify the combined shipor detachment aviation ordnance team(USA and USAF only). When a USMCdetachment is onboard, qualification orcertification will be maintained in

accordance with current USN and USMCprograms.

b. Helicopter Detachment Responsibilities.The detachment OIC is responsible to theship’s CO for safe aviation ordnanceoperations as they relate to the helicopterdetachment.

• Helicopter detachment personnel will useparent-Service and WSESRB-approvedaircraft system checklists and ordnanceloading and downloading procedures.

• The OIC is responsible for thequalification of assigned detachmentpersonnel to conduct aviation ordnanceoperations aboard ship. The detachmentis also responsible for assisting the ship’sordnance personnel in the handling andmovement of aviation ordnance andrelated materials from the ship’smagazines to designated assembly,staging or ready service, or flight deckareas as appropriate.

• The OIC is responsible for providing theship with an ammunition embarkationplan that identifies the types, quantities,number of pallets, weight, and cube of

Helicopter detachments are responsible to the ship'sCO for safe ordnance operations.

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ammunition. The OIC will presentqua l i f i ca t i on o r ce r t i f i ca t i ondocumentation to the ship’s CO whenrequested.

• The OIC is responsible to provide aninventory of all personal and individualweapons.

• The OIC, upon receipt of the WSESRBlist of approved weapons and explosives,will certify to the ship’s CO that alldetachment ordnance meets WSESRBrequirements for shipboard operations.

• The OIC will comply with the ship’squalification or certification board inaccordance with Appendix D,“Ordnance,” to certify the combined shipor detachment aviation ordnance team(USA and USAF only). USMCdetachments will comply with currentdirectives.

4. Personnel Qualification andCertification

All ordnance personnel handlingaviation ordnance will be qualified andcertified in the applicable families ofexplosives. The ship’s ordnance qualificationand certification board will certify the shipand validate the embarked detachment’saviation ordnance handling teams. When thedetachment is provided from the USMC,current directives provide adequate guidancefor the administration of this program.However, when the detachment is comprisedof USA or USAF personnel, Appendix D,“Ordnance,” will be used to qualify and certifypersonnel.

5. Aviation Ordnance SafetySupervisors

The aviation ordnance safety supervisor(AOSS) is the direct representative of the

ship’s CO. The AOSS responsibilities aredescribed in Figure VI-1.

6. Conventional WeaponsSafety Assistance Teams

There are two conventional weaponssafety assistance teams; one is assigned tothe Pacific Fleet and one to the AtlanticFleet. These teams are composed of speciallytrained and experienced ordnance personnelwho provide assistance to fleet activities inall areas of conventional ordnance handling,stowage, and safety. The teams are availableto make visits to commands during aviationordnance evolutions and predeploymenttraining involving ordnance. Theirassistance will be requested by individualunits requiring or desiring assistance inany operational or training ordnance evolution.Requests for assistance v is i ts shouldbe submitted to the appropriate combatantcommander. See Commander in Chief,Atlantic Fleet Instruction 8020.2 (series) andCommander, Naval Surface Force, USPacific Fleet Instruction 8023.1 (series).

7. Weapons Handling andMovement

The number of personnel engaged inammunition handling operations will belimited to the minimum necessary for safeand efficient performance of work. Shipor detachment personnel certified by the ship’sCO are responsible for the movement ofordnance from a ship’s magazine to designatedassembly and buildup areas (detachmentaviation ordnance personnel may assist asnecessary). Aviation ordnance detachmentpersonnel are required to handle and moveall weapons from assembly and buildup areasto aircraft and return to assembly or builduparea.

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Aviation Ordnance

AVIATION ORDNANCESAFETY SUPERVISOR

RESPONSIBILITIES

...be assigned by the combatantcommander and provided by theappropriate type commander

...be a qualified and certifiedshipboard aviation ordnance safetysupervisor (E-6 or above)

...be thoroughly familiar with theprovisions of this and all otherinstructions promulgating explosivesafety regulations

...act as a staff adviser to the ship'scommanding officer on mattersrelating to aviation explosive safetyand be a member of the ship'saviation qualification andcertification board

...act as a safety observer and notassist in loading, arming, or otherordnance evolutions

...act, in the absence of anordnance officer, as the seniorNaval enlisted aviation ordnanceperson

...have no authority to waive oralter safety regulations or to permitviolations of such regulations byothers

...ensure that units do not conductjoint shipboard ordnance evolutionsunless a qualified and certifiedaviation ordnance safety supervisoris present

Figure VI-1. Aviation Ordnance SafetySupervisor Responsibilities

8. Weapons Staging and ReadyService

S t a g i n g a r e a s d e s i g n a t e d b yCOMNAVSEASYSCOM will be used forready service only. Weapons located withinstaging areas will be loaded on authorized orapproved AWSE configured for its ownparticular weapons configuration. Allaviation ordnance within the staging area willbe positioned and readily available to affordadequate time for safe aircraft loading.Unprotected stowage in the staging and readyservice area should be kept to the absoluteminimum. Long-term stowage will berestricted to primary magazines.

9. Weapons Assembly andDisassembly

All aviation weapons unpacking, assemblyand disassembly, loading, and unloading willbe done in accordance with NAVSEA OP-4,“Ammunition Afloat,” NAVSEA OP-3565/NAVAIR 16-1-159/NAVLEX 0967-LP-624-6010 (Electromagnetic Radiation HazardsManual), and appropriate checklists andtechnical manuals. Ordnance will beassembled and disassembled and loadedinto launchers and magazines only bypersonnel who have been properlyqualified and certified in the type or familyof ordnance with which they are working.The assembly area will be maintained HEROSAFE whenever HERO SUSCEPTIBLE orHERO UNSAFE ordnance is present. IfHERO SUSCEPTIBLE or UNSAFEordnance must be moved outside normalHERO SAFE assembly areas, the ship’soperations officer will ensure that theappropriate HERO or EMCON condition hasbeen set. A visual display indicating theHERO or EMCON condition in effect willbe prominently displayed so that assemblypersonnel can readily ascertain HERO orEMCON condition status.

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10. Loading and Downloading

Aircraft loading and downloading willbe accomplished in accordance with theapproved conventional weapons checklistfor the specific aircraft and weapons. Theflight deck is the only approved area forloading and downloading aircraft withforward-firing weapons. Loading in thehangar is only authorized in accordance withAppendix D, “Ordnance.” All aircraft beingloaded with forward-firing ordnance, e.g.,rockets, missiles, and guns, will be positionedso that accidental discharge will minimizedanger to personnel, the ship, or other aircraft.Mechanical latching during loadingoperations on aircraft, racks, or launchers willbe completed before aircraft engines are startedor electrical power is applied. Downloading ofaircraft will not commence until the aircraftengines or rotors are secured. Simultaneousfueling and ordnance-loading operations areprohibited unless authorized by the ship’s CO.Hot reloading, or reloading weapons with therotor system or engine turning, is normallyprohibited aboard ship.

11. Hangaring Aircraft WithLoaded Armament

Hangaring of alert-loaded aircraft may beauthorized by the ship’s CO when operationalnecessity dictates the acceptance of theadditional risk. Aircraft loaded with rocketsand/or missiles will be positioned so thataccidental discharge will minimize danger topersonnel, the ship, or other aircraft.

12. Arming and De-arming

Ordnance teams assigned to arm or de-armweapon systems will position themselves soas to accomplish this mission and avoiddelaying launching and/or recoveryevolutions. Arming and de-arming ofweapons will be conducted using the currentweapons and stores arming checklists orapplicable Service regulations. Arming or

de-arming safety pins will be removed onlyafter the aircraft rotors are engaged andthe aircraft is ready for launch, and theywill be reinstalled prior to r otordisengagement. Aircraft will not be fueledand armed simultaneously unless authorizedby the ship’s CO. Arming will beaccomplished after fueling operations havebeen completed. Arming and safety signalsused will be in accordance with Appendix F,“Aircraft Handling Signals.” All Master Armweapon system switches will be in the SAFE/OFF or normal position before launch andrecovery as required. All weapons will besafed whenever in the ship’s control zone.

13. Maintenance on Ordnance-Loaded Aircraft

General maintenance will not beconducted on ordnance-loaded aircraft.Routine servicing and minor maintenance toready the aircraft for the next launch may beconducted with the following restrictions.

a. Weapons will be made safe to themaximum degree possible as specified inapplicable weapons and stores checklists.

b. As illustrated in Figure VI-2 a“WARNING — WEAPONS LOADED”placard must be prominently displayed in thecockpit of aircraft loaded with weapons.When displayed, the maintenance or servicingrequiring application of electrical power islimited to the following:

• Refueling.

• Replacement or checkout ofcommunications, sighting, andnavigational equipment.

• Engine or rotor turn up for checkout.

• Flight control and hydraulic systemchecks.

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Aviation Ordnance

• Replacement or checkout of engineperformance or flight instruments.

c. Maintenance that requires application ofelectrical power to armament or weaponsrelease and control circuitry will not beperformed while weapons are loaded or beingloaded or downloaded. Aircraft that requireextensive maintenance (e.g., engine removal,blade removal, or jacking) are not consideredreadily available for flight and will bedownloaded.

14. Emergency Procedures

Every emergency situation is different andall contingencies cannot be anticipated.However, certain general guidelines areappropriate for shipboard aviationordnance evolutions.

a. Shipboard Fires. Shipboard fires aremost hazardous and require immediate actionto preclude undue damage to the ship andembarked aircraft (see Appendix D,

“Ordnance,” for minimum fast cookofftimes). In the case of fire or danger of afire near a weapons staging or readyservice area, the staged weapons will bemoved to a safe area or jettisoned over theside of the ship as the situation dictates.Explosive ordnance disposal personnel orother ordnance-qualified personnel will takethe necessary on-scene action to dispose ofthe most hazardous ordnance first.

b. Unexpended Weapons. Weapons andstores not authorized for recovery aredelineated in Appendix D, “Ordnance.”Hung or unexpended weapons notauthorized for recovery must be jettisoned.When this cannot be accomplished, a divertto a shore installation will be made if feasible.The following guidelines will be used whenrecovering aircraft must return to the ship withhung weapons:

• In-flight Procedures. Pilots willaccomplish the following before enteringthe ship’s landing pattern:

MAINTENANCE OR SERVICING RESTRICTIONS

When displayed in the cockpit, the maintenance or servicing requiringapplication of electrical power is limited to:

RefuelingReplacement or checkout of communications, sighting, and

navigational equipmentEngine or rotor turn up for checkout

Flight control and hydraulic system checksReplacement or checkout of engine performance or flight

instruments

WARNING -- WEAPONS

Figure VI-2. Maintenance or Servicing Restrictions

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•• Safe all weapons systems;

•• Visually check to ensure ordnancefired was actually expended and to verifythe remaining ordnance is still properlyloaded on the aircraft;

•• Attempt to jettison hung ordnance;and

•• Notify the ship of any ordnance stillloaded on the aircraft and whether it ishung or not.

• Shipboard Procedures

•• Air officer or HCO notify the bridgeand all other appropriate stations.

•• Set the proper HERO condition.

•• De-arming crews stand by on station.

• Ship’s Air Officer or HCO

•• Clear landing spot for recovery.

•• Before recovery, announce “Stand byto recover helicopter with hung ordnanceon spot. Hung ordnance is (amount andtype). All personnel remain well clearof the flight deck area.”

•• Ensure that rapid response firefightingequipment is manned and ready.

•• Ensure that the ordnance safetysupervisor and the unit de-arming teamare on station before recovery.

•• Ensure that all aircraft on the flightdeck have secured high frequency (HF)and frequency modulation transmitters,IFF, TACAN, and radar altimeters.

•• Commence downloading of hungordnance only after the aircraft enginesor rotors are secured, aircraft power isoff, and the de-arm checklist iscompleted.

•• Before jettisoning any ordnance fromthe ship, receive approval from the CO.

CHAPTER VIIHAZARDS OF ELECTROMAGNETIC RADIATION TO

ORDNANCE, ELECTROMAGNETIC COMPATIBILITY, ANDELECTROMAGNETIC VULNERABILITY

VII-1

1. Introduction

The trend in radar and communicationsequipment toward greater radiated powerhas resulted in growing concern withelectromagnetic radiation hazards toordnance and the potential upset, degradation(also called dudding), or damage to avionicsand armament systems. These hazards arecreated when electro-explosive devicesinstalled in modern ordnance are initiated byspurious electromagnetic energy emitted bymicroelectronic circuits and componentsinstalled in modern aircraft and weaponsystems.

2. Standards and Procedures

The shipboard standards for hazards ofelectromagnetic radiation to ordnance,electromagnet ic compat ib i l i ty, andelectromagnetic vulnerability (EMV) areMIL-STD-1385 (series) and MIL-E-6051

(series), respectively. Compliance withthese standards is established throughtesting by the Naval Air Test Center, PatuxentRiver, Maryland, and the Naval SurfaceWarfare Center, Dahlgren, Virginia. USNand USCG aircraft are tested anddiscrepancies corrected as part of theshipboard qualification process. Whenjoint operations are contemplated, unitcommanders will consult the appropriatetables to determine which HERO or EMVvulnerabilities exist and set HERO andEMCON conditions accordingly. In caseswhere data does not exist, prudentchoices regarding restrictive HERO andEMCON conditions will be required.Becau se these choices may beoperationally debilitating, it is imperativethat aircraft types with the potential forshipboard deployment be identified andtested before embarkation. Coordinationfor testing can be accomplished throughCOMNAVAIRSYSCOM (PMA251D).

“In meditation, all dangers should be seen; in execution, none. . .”

Attributed to Francis Bacon1561-1626

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Intentionally Blank

CHAPTER VIIISAFETY

VIII-1

1. Responsibility for Safety

The CO of the ship has supervisoryresponsibility for the safety of embarkedhelicopters at all times. The helicopter unitCO or detachment OIC and the individualaircraft pilots are directly responsible forthe safety of assigned aircraft andpersonnel. In questionable circumstances, theunit CO or detachment OIC will make the finaldetermination concerning flight safety ofaircraft, crew, and passengers.

2. General Safety Measures

The squadron CO or detachment OICand ship personnel will evaluate thehazards involved in all phases of shipboardhelicopter operations and developappropriate safety measures. Shipboardpersonnel will be trained in safe operatingprocedures before commencement ofhelicopter operations.

a. During flight operations, only thosepersonnel whose presence is required will beallowed in the flight deck area. All otherpersonnel will remain clear or below deck.

WARNING

Under no circumstances will flashpictures be taken of the helicopterbecause the flash may temporarilyblind the pilots.

b. As shown in Figure VIII-1, personnelengaged in flight operations will wearapproved head and ear protection, soundsuppressors, safety goggles, steel toe safety

shoes, flotation devices, long-sleeved shirtsor flight deck jerseys, and long trousers.Reflective tape will be applied to headgearand/or the upper body area of flight deckpersonnel clothing or equipment. Allpersonnel on exposed decks will remove theirhats (except for approved fastened safetyhelmets) while helicopter operations are beingconducted. All personnel on the flight deckmust be trained to take cover immediately oncommand of the flight deck officer, air officer,LSE, or LSO.

c. Personnel working near helicopters mustbe instructed to observe aircraft carefully forany sign of malfunction (such as smoke orleaking fluids) and report any suchcondition to the helicopter crew, or if thehelicopter is airborne, to the flight deckofficer or air officer.

d. Personnel are allowed to transit the areaunder the rotor arc of an operating helicopteronly with the permission of the pilot (whowill signal the LSE or LSO before permittingsuch passage). For operating helicoptersconfigured with a tail rotor, persons transitingfrom one side to the other will do so via thenose of the aircraft. The use of a guide tomove personnel around turning aircraft shouldbe considered.

e. Pilots of helicopters with rotors engagedshould maintain eye contact with LSEs orLSOs.

f. Helicopters shall not be launched orrecovered or perform rotor engagement ordisengagement with the ship in a turn, unlessspecifically directed to by the ship’s CO.

“Out of this nettle, danger, we pluck this flower, safety.”

William ShakespeareI King Henry IV

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g. A helicopter will not be flown overanother aircraft when landing or taking off.

h. Head and ear protection, along with lifevests, will be worn by all personnel workingon elevated sections of the aircraft.

3. Passengers

a. Arriving aircraft containing passengers(passengers are personnel on board the aircraftthat are not the primary aircrew) will notifythe ship upon initial contact that they have

Figure VIII-1. Flight Deck Clothing and Equipment

FLIGHT DECK CLOTHING AND EQUIPMENT

SoundSuppressors

Approved Head andEar Protection

Safety Goggles

Long Trousers

Steel-Toe SafetyShoes

Long-SleevedShirts or FlightDeck Jerseys

FlotationDevices

Reflective Tape

VIII-3

Safety

4. Foreign Object Damage

All-weather deck areas, and particularlythe flight deck, will be inspected before andmonitored throughout all helicopteroperations to ensure that they are clear offoreign object damage (FOD). FOD-producing material includes rags, paper, line,ball caps, hardware, and other matter that canbe caught by air currents and can subsequentlycause damage to the aircraft or injurepersonnel. Ground support equipment,forklifts, tiedown equipment, and chocks will

be properly secured to prevent missile hazards.Trash will not be dumped or burned duringhelicopter operations. External transfer ofmail is prohibited. In addition, smoking isnot authorized except in designated spaces,to prevent cigarette butts from reaching theflight deck.

5. Helicopter EquipmentHazards

Equipment aboard helicopters canpresent dangers to ship personnel. Forinstance, the ALQ-157 electronic countermeasuresequipment on MH-53J helicopters emits

Personnel working near helicopters must be properly equipped and mustadhere to the appropriate safety measures.

passengers to unload. Upon landing, the pilotwill keep the passengers on board until a guideis in position to escort the passengers fromthe aircraft across the flight deck. Passengersshould keep protective headgear and hearingprotection on until clear of the flight deck area.The guide will return headgear and soundprotection to the aircraft, if required.

b. Passengers departing the ship willmuster and manifest with the ship’s airdepartment. A guide will escort passengersto the flight deck and the aircraft. Head

protection, flotation devices, and soundprotection will be provided to the passengersprior to being escorted onto the flight deck.

WARNING

Passengers are not to wear salt water-activated flotation devices.

c. Night Overwater Passenger Transfer.Night overwater passenger flights will beconducted for reasons of operational necessityonly. This does not preclude movement oftroops or personnel in support of operationalexercises.

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invisible infrared light energy; personnelshould stay at least 12 feet from thetransmitters and not look into the filterwindows. In addition, the infrared lampoperates at extremely high temperatures whichmakes the external surfaces of the covert filterand transmitter very hot. These surfacesshould be allowed to cool for 30 minutesbefore personnel are allowed to handle thetransmitters.

6. Weapon Hazards

a. Helicopters parked or operating in thevicinity of ship’s weapons are subject todamage from rocket blast, gunfireconcussion, and FOD damage frommaterials scattered when ship’s weaponsare fired. All appropriate measures shouldbe taken to preclude the firing of any weaponin the vicinity of the helicopter operating areawhen an aircraft is parked on deck or whenflight operations are in progress. When ship’sweapons firing is anticipated, aircraft will bepositioned outside the weapons blast orconcussion range. If this is not possible,aircraft should be secured as far as is practicalfrom the firing mounts, with doors and hatchesopen.

b. Procedures for the custody and securityof personal small arms (i.e., 9mm and .38 cal.pistols and M16 rifles) will be in accordancewith the ship’s current small arms (weapons)instruction.

7. Aircraft Movement andRespotting

a. OOD approval is required beforehelicopter movement. The ship willmaintain a steady course during aircraftrespots except when faced with an emergency.Personnel effecting aircraft movement will beprepared to promptly secure the aircraft shouldthe ship be required to maneuverunexpectedly. Timely requests for permissionto move aircraft are necessary so that the OOD

can maneuver the ship to achieve the moststable deck. All requests to respot aircraft onAAA will be coordinated through the aircrafthandling officer. Positive communicationsshall be maintained between the OOD andflight deck officer while moving aircraft.

b. Helicopters with rotors engaged will notbe pushed or towed on the flight deck.Helicopters are not allowed to berepositioned by taxiing on the flight deck.

c. The following personnel are required forhelicopter movement:

• Director (1) (with whistle or othercommunications capability).

• Brake rider (1) (if aircraft is so equipped).

• Steering bar operator or tow tractor driver(as applicable).

• Main landing gear chock or chain men(2).

• Tail or nose safety observers or chain men(1 or 2).

• Pushers (as required).

WARNING

Only essential personnel should beinvolved with aircraft movement; allothers must remain clear. The moveteam shall be briefed concerning theirduties and responsibilities, maintain asafe distance from the movinghelicopter, and have the prescribedequipment.

d. The director will maneuver the aircraftat a slow and controllable rate of speed (nofaster than a person can walk). When the shipis unstable, consideration should be given toalternately attaching and removing the chainsduring helicopter movement. A brake check

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Safety

will be performed immediately after initialhelicopter movement on all aircraft soequipped.

8. Helicopter Fire Party

The fire party is the ship’s primarymeans of combatting a flight deck fire. Thefire party is composed of two initial responseaqueous film forming foam (light foam) hoseteams and a backup team. The fire party willbe composed of ship’s company personnelduring initial or transient operations; however,during sustained operations it may beaugmented with helicopter detachmentpersonnel.

9. Mishap Investigation

a. Navy and Marine Aircraft. Navalaircraft mishap investigation procedures arein OPNAVINST 3750.6 (series).

b. Coast Guard Aircraft. USCG mishapinvestigation procedures are in COMDTINSTM5100.47 (series).

c. Army Aircraf t . USA mishapinvestigation procedures are in AR 385-40.

d. Air Force Air craft. USAF mishapinvestigation procedures are in AFI 91-204(safety) and AFI 51-503 (accident).

e. Judge Advocate General (JAG) Manualor Legal (USCG) Investigation. In the eventof an aircraft mishap, the commanding officerof the host ship will initiate a JAG manualor legal investigation where required. Ifunusual circumstances require, a senior in thechain of command may assume thatresponsibility. If a mishap should occur duringtransient operations, the responsibility forJAG manual or legal investigation remainswith the commanding officer of the aviationunit.

f. Explosive Mishap Reporting. Explosivemishaps will be reported in accordance withthe governing directives of each Serviceinvolved. Copies will be provided asnecessary to all concerned.

10. Emergency Procedures

Each emergency situation is unique.Therefore, advance formulation of proceduresmay not hold in every instance, but thefollowing general guidelines are appropriatefor shipboard helicopter operations.

a. General Information

• Helicopter emergency information willbe passed to the flight deck crew and fireparty either over the 1MC or the flightdeck crew announcing system,whichever is most expedient.

• When the flight deck has an emergencyand a crash alarm is sounded,unnecessary personnel will be clearedfrom the flight deck and surroundingarea.

• During any emergency, the firstconsideration of the ship should be toclose the distance to the helicopter andprepare for immediate recovery. If theemergency is single engine or power loss,optimum relative wind for recovery isrequired. If a flight control malfunctionis indicated, a stable flight deck withacceptable winds is warranted. Specificactions are outlined in aircraft flightmanuals.

b. Airborne Aircraft Emergencies.These fall into three basic categories: (1)cases that cause an aircraft to ditch orcrash, (2) cases that require an immediatelanding, and (3) cases that require aprecautionary shipboard landing.

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• In the event of a crashed or ditchedaircraft, the ship will:

•• Plot the position of the crash orditching;

•• Close on the crash site at best speed;

•• Assemble the rescue boat or rescuehelicopter team(s) as appropriate;

•• Station and brief additional lookouts;

•• Recover personnel;

•• Recover aircraft or debris; and

•• Execute SAR plans in accordancewith Joint Pub 3-50, “National Searchand Rescue Manual Vol I: NationalSearch and Rescue System,” and otherapplicable directives.

• Certain aircraft emergencies maynecessitate an immediate landing. If animmediate shipboard landing is required,the ship will execute the followingprocedures:

•• Maintain radar or radio contact ifpossible. If all contact is lost, commencecrash or ditch procedures.

•• Head for the helicopter at best speed.

•• Obtain amplifying information fromthe pilot regarding the nature of theemergency and intentions.

•• Set emergency flight quarters.Emergency flight quarters entail, at aminimum, expeditiously stationing bothfire parties, stationing the pilot rescuedetail, and setting material conditionZEBRA in the effected part of the ship.

•• Request required assistance fromaccompanying units.

•• Turn to BRC and adjust speed to providea steady deck 2 minutes before helicopterarrival (3 minutes for night or IMC).

•• Clear all unnecessary personnel fromthe flight deck area before establishing agreen deck. The crash or fire party willmove as far away as possible from thelanding site but remain at a quick accesslocation, ready to use crash, fire, or rescueequipment as directed.

•• Chock and tie down the aircraft (asfor a normal recovery) once it is restingsafely on the deck and ordnance orweapons have been de-armed.

• Situations in which continued flightpresents a moderate hazard to the aircraftor crew, but the aircraft’s condition isstable, require a precautionary landing.Such a situation is an emergency whendeclared; however, proper preparation forrecovery is more important thanimmediate termination of the flight. Theship will be alert to the possibility thatthe situation may deteriorate such that animmediate landing is required. The shipwill execute the following procedures:

•• Maintain radar or radio contact.

•• Set flight quarters as soon as practicalwithout interfering with urgent shipevolutions. The fire parties will be fullyformed and additional alert conditionswill be set as dictated by the circumstances.

•• Turn to BRC and adjust speed torecover aircraft at the earliest opportunity.

• Engine Failure or Power Loss. Generallyspeaking, multi-engine helicopters can flysafely when one engine has failed, but theirability to hover is very limited. Helicoptersexperiencing engine power loss must beafforded the maximum amount of availabledeck space for a run-on or no-hover landing,

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Safety

along with optimum relative wind. Awaveoff may be impossible; therefore,approach and landing should be planned andexecuted with the utmost care.

c. Flight Deck Emergencies

• Helicopter Engine Fires on Deck. TheLSE or LSO will be alert at all times forfire and will give the appropriate handsignals to the pilot if fire indications areobserved. If the fire is internal to theengine, generally the operator willattempt to extinguish the fire by motoringthe engine. If the fire is external to theengine, the engine will be secured andfirefighting efforts initiated. Initially,installed aircraft systems or carbondioxide should be used. Large orpersistent fires will require the use of dry-chemical and/or foam agents.

• Other Aircraft Fires. Shipboard firesare most hazardous and immediate actionis required to prevent even the smallestof fires from growing and doing extensivedamage. In the event of an aircraft fire, thefirst priorities are rescue of personnel andthe prevention of ordnance detonation. Allpossible steps will be taken to minimizedamage to aircraft and the ship consistentwith these priorities and to ensure promptcontrol of the fire.

• Landing Gear Emergencies. If ahelicopter returns with inoperativelanding gear, maintenance personnelshould inspect the aircraft in a low hover(see Appendix F, “Aircraft HandlingSignals,” for appropriate emergencyhand signals) and attempt to lower thelanding gear manually after theaircraft is properly grounded. If thisfails, the aircraft may be landed withsuitable portions of the structureresting on a stack of pallets, preferablybanded together, secured to the deck andpadded with mattresses. The ship should

be maneuvered for an optimumcombination of relative wind and deckstability.

• Hung Droop Stops. If one of themechanical droop stops fails to seatduring disengagement, the LSE or LSOwill signal the pilot to reengage the rotorsystem. Disengagement should bereattempted using a different controlposition and relative wind combination.If this fails, the flight deck area aroundthe aircraft will be evacuated of allnonessential personnel. The pilot willcommunicate the requirements dictatedby aircraft-type operational manuals tothe tower and the LSE or LSO asappropriate, and make a shutdown inaccordance with aircraft-type operationalmanuals.

• Aircraft Jettison. If a situation arisesthat requires a damaged or burninghelicopter be jettisoned overboard, thedecision to jettison and selection ofprocedures to use will be made by theship’s CO or OOD.

11. Aircraft Emergencies

The nature of some emergencies requirespriority and/or diversionary measures. Theultimate resolution of these emergenciesinvolves a command decision, based on thetype of emergency and weather conditions inthe recovery area. All pertinent details mustbe collected that might aid in the evaluationof an emergency, and the command and otherinterested agencies must be kept properlyinformed. SAR action should be executedwhen reasonable doubt exists as to the safetyof the aircraft. From a control standpoint,aircraft emergencies fall into four categories.

a. Communication Fai lures. Lostcommunications emergency squawks areshown in Figures VIII-2 through VIII-4 andare as follows:

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• Mode III. An aircraft with radiodifficulties (transmitter and/or receiver)should squawk Mode III Code 7600 oremergency Code 7700 as appropriate.(Code 7700 first, followed by Code 7600,will assist in alerting approach control.)

• Mode I. The following codes willamplify difficulties in conjunction witha Code 7600 or 7700. No receiver willmean that the primary UHF, auxiliaryreceiver, and UHF and/or VHF Guardreceiver are inoperative. If any receiveris operative, the controller is capable ofcontrolling the aircraft using IFF standbysquawks and/or aircraft turns toacknowledge receipt of instructions.

• USCG medium-endurance cutter 210and icebreaker 400 class USCG cuttersare unable to interrogate IFFtransponders.

• If aircraft is in radar contact and lostcommunications, use fire control radar

to “lock up” aircraft equipped with AN/APR-39, 1 minute on and 1 minute offcycle.

b. Navigational aid failures.

c. Crewmember injuries.

d. Other aircraft systems failure.

12. Basic EmergencyProcedures

Emergencies where navigation aids and/orcommunications are available should behandled according to procedures prescribedin this publication. Emergency proceduresfor aircraft system failures are covered in theappropriate aircraft flight operations manual.

13. Lost Aircraft Procedures

When the position of an aircraft is in doubt,the controller must immediately commencethe following procedure:

Figure VIII-2. Hydraulic Electrical Fuel Oxygen Engine (HEFOE) Squawk T able

HYDRAULIC ELECTRICAL FUEL OXYGEN ENGINE(HEFOE) SQUAWK TABLE

Mode I Mode III

First Digit Second Digit

0 - OK

1 - Hydraulic 1 - No Receiver, TACANOK

2 - Electrical 2 - No Receiver, ADF OK 7700/7600

3 - Fuel 3 - Receiver OK, noNAVAID(s)

(with HEFOE code, useCode 7700)

4 - Oxygen

5 - Engine

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Safety

ASSISTANCE REQUIRED SQUAWKS TABLE

All 7 Mode I squawks indicate no receiver and no NAVAID(s)

Mode I Mode III

70 - Desire tanker to join Fuel onboard (up to 7,500 lb)

71 - Intend bingo

72 - Desire aircraft to assist

Figure VIII-3. Assistance Required Squawks Table

a. If there is no contact:

• Obtain radar and radio contact as soonas possible. Take control of the circuitin use and use relay aircraft. Continue tosend information in the blind and searchall IFF modes. Commence communicationssearch and monitor guard channel (243.0MHz) for emergency aircraft calls.

• Inform the OTC.

• Keep an up-to-date estimate of theaircraft’s fuel state.

• Call for TACAN and UHF or DF andelectronic warfare support measureswatch to be set immediately.

• Alert the command for the possible useof other aids to lost aircraft, such as blacksmoke, vertical searchlights, antiaircraftbursts, starshells, fire control trackingballoons, energized prebriefed sonobuoychannel, and other navigation aids.

b. Once contact is regained:

• Vector the aircraft to nearest airfield orback to the force.

LIMITED COMMUNICATIONS SQUAWKS TABLE

Requires a 1-minute cycling of Mode III from7600 or 7700 to desired channel

Mode I Mode III

60 - Auxiliary Receiver channel __________________

Channel usable (0100-2000, and2100 = Guard)

61 - No NAVAID(s). Receiver on channel _________________

62 - TACAN ok, Receiver on channel _________________

Figure VIII-4. Limited Communications Squawks Table

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• Ensure that the position of aircraft isrecorded.

• Check fuel state.

• Vector nearest aircraft to act as escort ifnecessary.

• Have the aircraft gain altitude, fuel statepermitting, if communications are stillunsatisfactory.

14. Lost CommunicationsDuring Instrument FlightRules

If under IFR conditions, the pilot willfollow procedures set forth in the prebriefedassigned marshal or TACAN approach andplan the flight in order to commence theapproach at the prebriefed recovery time.

15. Lost CommunicationsWhile on Filed Flight Plan

The pilot will proceed in accordance withprescribed air traffic control procedures.

16. Communications orNavigation Aids FailureDuring Approach

In the event of communications failure, ifnavigation aids are available, the pilot willcontinue the approach to the missed approachpoint (MAP). If VMC exist at the MAP, theaircraft commander will decide whether toland the aircraft. If VMC do not exist at theMAP, or if in the aircraft commander’sjudgment a safe landing cannot be completed,the aircraft will execute the missed approachand proceed via parent Service directives oras briefed.

a. If navigation aids failure is experienced,the ship will vector the helicopter for a radar-controlled approach.

b. If an approach is mandatory, the pilotmay execute one of the following procedures,as applicable:

• Navigation aids failure. The ship willvector the aircraft for a radar-controlledapproach, except the pilot will continuedescent until visual contact is achievedwith the ship or wake.

• Communications failure. The pilot willexecute the appropriate approach asoutlined above.

c. All ships at sea will monitor UHF Guardfrequency because a pilot may attempt tocommunicate using personal survival radio.Transmission may be made to an aircraftthrough voice channels available on someNAVAIDS (instrument landing system, NDB,VHF omnidirectional range station, or UHF).

17. Emergency Landings

a. As much deck as possible will be madeavailable for emergency helicopterlandings. The senior helicopter squadron orunit officer on board should take station inthe PriFly, air operations control center, HDC,or CIC as appropriate. The optimum relativewind should be determined, and the shipmaneuvered as necessary. Once the aircraftis on final approach, it is imperative that theship hold a steady course.

b. Certain types of emergencies may permituse of an LSE or LSO, in which case theposition should be such as to minimizeexposure to danger. The LSE or LSO willgive a waveoff only in case of fouled deck orif directed to do so by the tower or bridge.

18. Emergency Signals

The aircraft will squawk IFF emergency asappropriate. The CIC will be alert for IFFemergency squawk and immediately alert the

VIII-11

Safety

bridge. Priority will be given to effectedaircraft and all emergency procedures used.

19. Aircraft CarrierProcedures

The following safety procedures applyspecifically to operations from aircraftcarriers:

a. Night and IMC helicopter recoveriesshould be conducted to the angled deckfrom astern, using the OLS with the windoriented to the centerline of the angled deckand within the wind envelope of the particularaircraft model. During night VMC recoveries

on CVs equipped with operating sodiumvapor floodlights, and when the after portionof the flight deck is not clear, helicopters maymake an approach using the OLS andcenterline of the angle deck. After reachingthe fantail, and when the deck and LSE orLSO have been visually acquired, thehelicopter can then slide left, fly up the portside, and slide right to the landing spot on theflight deck under LSE direction.

b. Helicopters will not cross within 5 milesof the ship’s bow or stern without specificclearance from the tower or controlling unitbecause of the hazards associated with fixed-wing launch and recovery operations.

VIII-12

Chapter VIII

Joint Pub 3-04.1

Intentionally Blank

CHAPTER IXLOGISTICS

IX-1

1. Background

See Figure IX-1.

The purpose of this chapter is to outlinegeneral procedures for providing materialsupport for helicopter units assigned tojoint operations. The scope and details ofthe implementation of these procedures arehighly dependent on the duration andcircumstances of a particular exercise or

mission. A short-duration detachment willusually draw the bulk of its supply materialfrom a parent-Service-provided packup kit.Resupply of drawn material will occur on anas-needed basis. Material support fordetachments of longer duration will be betterserved by establishing an independent unitidentity, especially when shipboard operationswill be conducted outside the umbrella of theparent-Service support infrastructure.Establishment of independent unit identity

“The onus of supply rests equally on the giver and the taker.”

George S. Patton, Jr.War As I Knew It, 1947

Figure IX-1. Logistic Considerations

LOGISTIC CONSIDERATIONS

Funding

Supplies

Meals

Hazardous and

Flammable

Material

Ammunition

Mail

AircraftMaintenance

Aviation

Fuel

CargoRouting

IX-2

Chapter IX

Joint Pub 3-04.1

facility operated by the ship’s supply officerand funded from the ration allowances of themembers. Orders for enlisted members shouldreflect rations in kind for the duration ofshipboard embarkation. Coast Guard cutterswill treat meals provided to detachmentpersonnel as reimbursable issues and submitforms DD-1149 in accordance withCOMDTINST M4061.3 (series).

4. Supply

The ship’s supply officer can provideassistance in preparing and transmittingproperly formatted supply requisitions into thesystem; however, the helicopter detachmentunit is responsible for providing the technical,identification, and funding data for therequired material.

5. Cargo Routing

Procedures to ship material to unitsdeployed worldwide exist within the DefenseTransportation System and are contained inDOD 4500.9-R, “Defense Transportation

Regulation,” and DOD 4500.32-R, “MilitaryStandard Transportation and MovementProcedures.” The shipper’s service control

will provide the most flexible support if ahelicopter detachment is to relocate from ship-to-ship or ship-to-shore. It is recommendedthat the detachment bring as manyconsumable items as possible.

2. Funding

The parent organization of a helicopterdetachment is responsible for funding theexpenses associated with aircraftmaintenance and operation. Ships’commanding officers are responsible forfunding shipboard operating and maintenancecosts from the operating target allowance.Unless specified, funding will be provided bythe parent organization or groups performingtravel under joint travel regulations. Unitsrequired to purchase supplies or fuel fromships’ stores will be required to provideappropriate accounting data.

3. Meals

Shipboard meals for officers are normallyhandled by an independent fund to which

individual officers contribute. Officers canexpect to pay directly or be billed for mealsconsumed. Enlisted members eat in a dining

The parent organizations of each helicopter detachment is responsible foraircraft maintenance and operation.

IX-3

Logistics

office (SSCO) for all US Navy units is thenaval military transportation office(NAVMTO) in Norfolk, Virginia. NAVMTOmaintains a cargo routing information file(CRIF) that contains up-to-date informationon how to route material to covered mobileunits. Detachments possessing individual unitidentification codes and desiring to availthemselves of this service should makearrangements with NAVMTO and their parentSSCO to be included in the CRIF. Ships willkeep NAVMTO and other cognizant SSCOsapprised of consignment instructions forembarked detachments. Alternatively,material for an embarked detachment may beconsigned to the host ship. Detachmentsoperating from Coast Guard cutters shouldcontact the cutter’s supply officer beforedeployment to coordinate cargo routing.

6. Aviation Fuel

If reimbursement is required, helicopterdetachments will reimburse ships foraviation fuel at the established DOD price.Selected ships may be capable of processinga DOD fuel identification plate; however, useof a DD-1348 form is more common. Forcontinuing operations, fuel may be billed onthe 10th, 20th, and last day of the month tocoincide with ship’s fuel usage reports.Because many ships are not equipped withmeters, aircrew should be prepared todetermine the quantity delivered, in pounds,using aircraft fuel gauges.

7. Hazardous and FlammableMaterial

Stowage and disposal will be in accordancewith current directives provided by the hostactivity.

8. Ammunition

a. Issuing Activities. Issuing activities willensure that only authorized and fullyserviceable ammunition is used. This will be

accomplished by checking the mark andmodification of weapons and/or weaponsystems, their ammunition and ammunitioncomponent requirements, containers, powderindexes, ammunition lot numbers, chargeweights, grade classifications, and the externalconditions of the items. Ammunition itemsissued will be complete as identified by aDOD identification code (DODIC) or navalammunition logistics code (NALC),ammunition assembly sheet, complete roundchart, or other approved publication.Ammunition or components without DODICsor NALCs will not be issued to combatantships.

b. Shipment of Explosives. Ammunitionor other hazardous materials to be shipped toships by a DOD component or a common(commercial) carrier will be packed, marked,and labeled in accordance with NAVSEAOP2165, Volume 1, “Navy TransportationSafety Handbook,” or appropriate DOD orUS Transportation Command hazardousmaterial regulations for rail, motor vehicle,water, or air shipment.

c. Allowance Lists. Ammuni t ionrequirements for units afloat are establishedto provide a basic authorization by quantityand type to suit the applicable mission andarmament of the unit. Normally, theseauthorizations are in the form of allowancelists.

d. Mission Load Allowances. Themission load allowance is the allowance ofammunition carried by certain amphibiouswarfare and auxiliary ships in support of theirassigned mission, exclusive of the ship’s ownarmament.

e. Replenishment. Weapons expendedfrom allowance will be replenished usingexisting supply procedures. In manyinstances, Service units will use ammunitionfrom Navy or Marine Corps stock. When thisoccurs, the Navy or Marine Corps is entitled

IX-4

Chapter IX

Joint Pub 3-04.1

to replacement or reimbursement from theparent Service.

9. Mail

The military postal service is a method fordelivery of moderate-sized parts and suppliesas well as personal and official mail.Helicopter detachments may obtain a mobileunit Army Post Office or Fleet Post Officeaddress from the US Military Postal ServiceAgency, Washington, D.C., IAW the DODPostal Manual (DOD Instruction 4525.6).Establishment of an address and ZIP code isrequired approximately 60 days in advance.Ships will update mail routing instructions forembarked detachments.

10. Aircraft Maintenance

Available aviation maintenance facilitiesvary widely with ship class. The Air-Capable Ships Facilities Resume providesguidance regarding air-capable ships. AS andAAAS have extensive maintenance facilities,including an aircraft intermediate maintenancedepartment, which is capable of a wide rangeof functions. These functions include, but arenot limited to, electronics repair, tire and wheelbuildup, composite material repair, oxygenservicing, and inspection and repair of aircrewsurvival equipment. However, support forparticular systems is not assured and shouldbe determined in advance. Joint forcecommanders are responsible for coordinatingrequired maintenance infrastructure.

APPENDIX ASAMPLE FORMATS

A-1

Annex A Sample Letter of Instruction (LOI)B Sample Currency Waiver Request FormatC Sample Waiver Request Format (For Other Than Currency

Requirements)D Sample Urgent Change Recommendation Format

A-2

Appendix A

Joint Pub 3-04.1

Intentionally Blank

ANNEX A TO APPENDIX ASAMPLE LETTER OF INSTRUCTION (LOI)

A-A-1

From: Commander, Naval Surface Force, US ________________ FleetTo: Commander, USS ______________

Commander, _______________

Subj: LETTER OF INSTRUCTION (LOI) FOR DECK LANDING QUALIFICATION(DLQ) OPERATIONS

Ref: (a) Memorandum of Understanding btwn CNO and COMJSOC of 3AUG87(b) Shipboard aviation facilities resume (NAEC-ENG-7576)(c) NWP 3-04.1M(d) JP 3-04.1

1. Summary. In accordance with ref (a) subject LOI is provided for training operations. LOIdescribes concept of operations and assigns responsibility to commanding officer (CO), USSand Officer in-Charge (OIC) __________ for DLQ operations. The LOI is effective forplanning approaches/landings/takeoffs during day/night/NVD DLQ operations.

2. Mission. USS_________________ shall provide underway DLQ ship services for jointservice training. Individual ship routines and exercises may be conducted consistent withsafety and attainment of DLQ training.

3. Concept of Operations. Helicopters will conduct DLQ training consisting of visual flightrules day/night NVD landings on USS ________________. Once deck landing aircrewproficiency is established, phase II, III and IV operations are authorized. Instrument flightrules operations are not authorized.

4. Command Relationships/Responsibilities

a. COMNAVSURF _________________ is assigned as officer scheduling exercise (OSE).

b. Commanding Officer, USS _________________ , is assigned as Officer in TacticalCommand (OTC) for scheduled DLQ exercises and will coordinate with area and shorecommands as appropriate for OPAREA clearance. The flight deck safety and indoctrinationbrief is provided to aircrews prior to the scheduled operations.

c. Officer in Charge (OIC) __________________ is assigned as Officer ConductingExercise (OCE). OCE shall ensure aircrews comply with all shipboard helicopter DLQcurrency requirements. Prior to commencing DLQ operations, OCE is directed to ensurethe following items, as a minimum, are briefed between ship and aircrew:

- DLQ dates/times- type/number helicopters- type/number qualifications required- radio frequencies/call signs/navaids- SAR procedures (ref (d) refers)

A-A-2

Annex A to Appendix A

Joint Pub 3-04.1

- helicopter wind envelopes (refs (d)/(f) refer)- ship/helicopter lighting for night NVD operations (ref e refers)- adverse weather procedures- aviation fuel requirements/reimbursement- ship NVD requirements- messing/billeting requirements- aircraft mishap reporting responsibilities/requirements

5. Helicopter Operations

a. Shipboard Prerequisites:

(1) training prerequisites and qualifications requirements are contained in ref (a).

(2) aircrews shall brief night deck/fire party personnel on helicopter safety requirements/procedures to include an aircraft walk-around orientation which should be conductedfollowing initial landing of each type helicopter used and shall be completed prior tocommencing DLQ operations.

(3) OSE shall designate and provide a Naval Aviation Safety Observer (NASO) whoshall assist Helicopter Control Officer (HCO) and serve as primary advisor to OTCconcerning matters involving safe conduct of flight operations. USS air officer shallserve as NASO.

(4) OCE shall provide a designated joint service aviator to serve as liaison officer(LNO) between ship and helicopter detachment and to assist HCO and NASO duringDLQ operations.

(5) OCE/LNO shall provide helicopter egress diagrams, fuel cell location and tie downpoints to HCO and crash/fire crew.

(6) aircrews shall be thoroughly familiar with refs (b) and (c).

b. The following pertain to flight operations:

(1) OTC approval required for NVD operations.

(2) LSE shall be utilized for all scheduled operations and shall be positioned to minimizeexposure to hazards while maintaining positive control of aircraft.

(3) all night flight operations shall be conducted with NVDs. NVDs shall be used byall flight deck control personnel.

(4) multiple MH-6 takeoff/landings to include 6 aircraft are authorized with OTCconcurrence. Ensure a minimum of 15 feet clearance between rotor discs.

(5) NVD operations without flight deck lighting are authorized for Phase II, III, andIV operations as briefed at pre-sail conference, with approval of OTC. At all other

A-A-3

Sample Letter of Instruction (LOI)

times, ref (c) is germaine. Lighting shall be energized to no less than minimum intensityand shall be adjusted to provide adequate illumination for safe visually unaidedoperations during crew change and/or refueling evolutions.

(6) fast-rope operations shall not be conducted to any area of the ship not certified byref (b) for class 4 or class 5 hover operations.

(7) helicopters shall be chocked/chained for all crew change, passenger transfer,refueling, and start/shutdown evolutions.

(8) two-way radio communications shall be maintained between helicopters and ship.

c. Aircraft should arrive overhead with JP-5. Use of JP-4/JP-8 is authorized but notdesired. Helicopters shall shutdown prior to gravity refueling, if applicable.

7. Administration/Logistics. OCE is responsible for coordinating shipboard billeting/messing/administrative/logistic requirements, if any. OTC should be prepared to provide supportwhen feasible.

8. Safety

a. Safety of personnel is paramount at all times. Training operations shall be plannedwith consideration for weather, crew rest, experience levels, etc. OTC may terminateoperations if, in his/her opinion, conditions so warrant.

b. In event of helicopter mishap, OTC OPREP-3 should include joint service commandsdeemed appropriate by OCE. Additional required mishap/incident reports/actions willbe per joint service regulations.

9. Operational Security. The sensitivity of joint service mission requires strict operationalsecurity throughout the chain of command. Personnel not required for the safe completion offlight operations shall remain below decks or within the skin of the ship.

ASST CHIEF OF STAFFAVIATION

Copy to:GROUPSQUADRONParticipating Army or Air Force units

A-A-4

Annex A to Appendix A

Joint Pub 3-04.1

Intentionally Blank

ANNEX B TO APPENDIX ASAMPLE CURRENCY WAIVER REQUEST FORMAT*

A-B-1

FROM (Air Force/Army originator)

TO For Air Force originator:HQ USAF WASHINGTON DC//XOOS// (Thru appropriate channels)

For Army originator:CSA WASHINGTON DC//DAMO-TRS// (Thru appropriate channels)

INFO CNO WASHINGTON DC//889F//(Joint Force Commander)(Joint Force Navy Component Commander)(other appropriate agencies)

(Classification) //N03000//MSGID/GENADMIN/(ORIGINATING COMMAND)/(OFFICE SYMBOL)//SUBJ/DECK LANDING QUALIFICATION CURRENCY WAIVER REQUEST//REF/A/PUB/JOINT PUB 3-04.1//AMPN/JTTP FOR SHIPBOARD HELICOPTER OPERATIONS//REF/B/MOU/ARMY AIR FORCE DECK LANDING OPERATIONS, JULY 88//AMPN/MOU WITH NAVY FOR SHIPBOARD HELICOPTER OPERATIONS//RMKS/1. ( ) IAW REF A, REQUIRE DLQ CURRENCY WAIVER FOR

(specify—day/night/NVG) QUALIFICATIONS

2. ( ) QUALIFICATION EXPIRED ON (date) DUE TO(reasons)

3. ( ) NO OTHER OPTIONS TO REQUALIFY EXIST WITHIN CURRENT TIMECONSTRAINTS. (i.e., using USN, USMC, or other Service unit IPs)

4. ( ) FOL INFO PROV:A. (name/rank)B. TOT HRS (insert #)C. TOT NVD HRS (insert #) (if applicable)D. TOT SHIP LDNGS (insert #)E. TOT NVD SHIP LDNGS (insert #)

* Note. Waiver requests are handled on a case-by-case basis between USN (OP-N889F)and the USA (DAMO-TRS) or USAF (XOOS) based on MOU between the Departmentsof the Navy, Air Force, and Army titled “Army/Air Force Deck Landing Operations,”July 1988.

A-B-2

Annex B to Appendix A

Joint Pub 3-04.1

Intentionally Blank

ANNEX C TO APPENDIX ASAMPLE WAIVER REQUEST FORMAT*(For Other Than Currency Requirements)

A-C-1

FROM (Air Force/Army originator)

TO For Air Force originator:HQ USAF WASHINGTON DC//XOOS// (Thru appropriate channels)

For Army originator:CSA WASHINGTON DC//DAMO-TRS// (Thru appropriate channels)

INFO CNO WASHINGTON DC//N889F//(Joint Force Commander)(Joint Force Navy Component Commander)(other appropriate agencies)

(Classification) //N03000//MSGID/GENADMIN/(ORIGINATING COMMAND)/(OFFICE SYMBOL)//SUBJ/ (specify) WAIVER REQUEST//REF/A/PUB/JOINT PUB 3-04.1//AMPN/JTTP FOR SHIPBOARD HELICOPTER OPERATIONS//REF/B/MOU/ARMY AIR FORCE DECK LANDING OPERATIONS, JULY 88//AMPN/MOU WITH NAVY FOR SHIPBOARD HELICOPTER OPERATIONS//RMKS/1. ( ) (specify waiver requested)

2. ( ) (specify reason for waiver request)

3. ( ) (provide data to support request)

* Note. Waiver requests are handled on a case-by-case basis between USN (CNO N889F)and the USA (DAMO-TRS) or USAF (XOOS) based on MOU between the Departmentsof the Navy, Air Force, and Army titled “Army/Air Force Deck Landing Operations,”July 1988.

A-C-2

Annex C to Appendix A

Joint Pub 3-04.1

Intentionally Blank

ANNEX D TO APPENDIX ASAMPLE URGENT CHANGE RECOMMENDATION FORMAT

A-D-1

FROM (originator)

TO CNO WASHINGTON DC//N889F//JOINT STAFF WASHINGTON DC//J7-JDD//

INFO AIG 7029COMNAVAIRPACCINCPACFLT PEARL HARBOR or CINCLANTFLT NORFOLK VANAVSAFECEN NORFOLK VANAVTACSUPPACT WHITE OAK MD

(other appropriate agencies)

(Classification) //N03000//MSGID/GENADMIN/(ORIGINATING COMMAND)/(OFFICE SYMBOL)//SUBJ/URGENT CHANGE RECOMMENDATION FOR JOINT PUB 3-04.1REF/A/PUB/JOINT PUB 3-04.1//AMPN/JTTP FOR SHIPBOARD HELICOPTER OPERATIONS//RMKS/1. IAW REF A URGENT (SAFETY) CHANGE IS RECOMMENDED FOR JOINTPUB 3-04.1

2. PAGE _______, PARAGRAPH _______, LINE NO. _______,FIGURE NO. _______

3. PROPOSED NEW TEXT

4. JUSTIFICATION

A-D-2

Annex D to Appendix A

Joint Pub 3-04.1

Intentionally Blank

APPENDIX BCONTROL AREAS AND APPROACH CHARTS

B-1

Annex A Standard Patterns and ZonesB Approach Charts for Air-Capable ShipsC Emergency Patterns and ProceduresD Typical Landing Procedures

WARNING

This appendix contains information that may change without notice through thejoint publication system. If a conflict exists with specific procedures, those specificprocedures will have precedence.

B-2

Appendix B

Joint Pub 3-04.1

Intentionally Blank

ANNEX A TO APPENDIX BSTANDARD PATTERNS AND ZONES

B-A-1

B-A-2

Annex A to Appendix B

Joint Pub 3-04.1

LEGEND INSTRUMENT APPROACHPROCEDURES CHARTS

PLANVIEW SYMBOLS

Procedural Track

Bearing line and value

TACAN/DME Fix

Missed Approach Track

(Hi-Alt procedures only)

Penetration Track

Arrival Holding Pattern

Final Approach Fix

PROFILE

Final Approach Fix(for non-precision approach)

Level Turn

Fix NDBTACAN

1800 1300

MandatoryAltitude

MinimumAltitude

(Altitudes precede Fix)

GENERAL INFORMATION AND ABBREVIATIONS

All distances in nautical miles (exceptVisibility Data which is in statute miles).Elevations in feet above mean sea level.All radials/bearings are magnetic.

ACL

ASRBRC

CHDH

Air Surveillance Radar

Automatic Carrier LandingSystem (ACLS): ModelsIA, II and III only.

Base Recovery Course(Mag hdg of ship)ChannelDecision Height (forprecision approachesonly, i.e., PAR, ACL)

DMEFAFFBIAFILS

MDA

MSLNDBPARTAC

Distance Measuring EquipmentFinal Approach FixFinal BearingInitial Approach FixInstrument Landing System(SPN-41)Minimum Descent Altitude (fornon-precision approaches only,i.e., ASR, TACAN, NDB)Mean Sea LevelNon-directional Radio BeaconPrecision Approach RadarTACAN

180o

6 DME

Figure B-A-1. Legend — Instrument Approach Procedures Charts

B-A-3

Standard Patterns and Zones

DELTA AND CHARLIE PATTERNS FORHELICOPTERS

Charlie Pattern300 ft., 80 knots

Port Delta upwind leg 3miles abeam,downwind 5miles abeam,300 ft. orientedon the ship'sbase recoverycourse

Upwind of shipbreak left at 300 ft.

StarboardDelta up windleg 1 mileabeam,downwind 3miles abeam,300 ft. orientedon the ship'sbase recoverycourse

Normal entryinto Deltapattern 1000 ft.left turns or asdirected byprimary flightcontrol orhelicopterdirectioncenter

Direct entry to Charliepattern 300 ft.

Commence descent to300 ft. for normal entryinto Charlie pattern

225 relativ

e bearing

o

110relative bearing

o

315relative bearing

o

045 relativ

e bearing

o

Entry intoCharliepattern fromstarboardDelta is asdirected byprimary flightcontrol orhelicopterdirectioncenter

Figure B-A-2. Delta and Charlie Patterns for Helicopters

B-A-4


Joint Pub 3-04.1

PLANE GUARD PATTERN

Race Track 045 RelativeBearing

O

110 RelativeBearing

O

300 ft.3 to 5 nautical

mile arc1 mile

BaseRecoveryCourse

Figure B-A-3. Plane Guard Pattern

B-A-5

Standard Patterns and Zones

CONTROL AREA AND CONTROL ZONEDIMENSIONS

Control Zone10 nautical miles(Tower Control)

2500 ft.

Unlimited

Control Zone(Approach/Departure Control for

Instrument Flight Rules)100 nautical miles

Figure B-A-4. Control Area and Control Zone Dimensions

B-A-6


Joint Pub 3-04.1

HELICOPTER RESTRICTIONS DURINGAIRCRAFT CARRIER LAUNCH AND RECOVERY

340O 020O10nm

200 ft

5nm

400 ft 300 ft 400 ft 400 ft

150 ft190 ft3nm

1nm

1nm

400 ft Shaded area - Nooperations withoutair officer approval

ft - Feetnm - nautical miles

Figure B-A-5. Helicopter Restrictions During Aircraft Carrier Launch and Recovery

ANNEX B TO APPENDIX BAPPROACH CHARTS FOR AIR-CAPABLE SHIPS

B-B-1

B-B-2

Annex B to Appendix B

Joint Pub 3-04.1

Figure B-B-1. Approach Chart Air-Capable Ships Tactical Air Navigation (Helicopter)

APPROACH CHART AIR-CAPABLE SHIPSTACTICAL AIR NAVIGATION (HELICOPTER)

Approach FrequencyLand/Launch FrequencyAltimeterBase Recovery Course (MAG)Relative Wind Speed

Radials and coursesare relative to the baserecovery course. Finalcourses shown aretypical for mostclasses of ships butmay be adjusted toconform to existinglineup line.

WARNING

TACAN Approach

x x x

TACAN Channel

Base RecoveryCourse

3 DME ARC

FAF 1.5DME

4 DMEIAF 'B'

IAF 'C'

240

o

210

Rel

ativ

eo

180o

150

Relative

o

MISSED APPROACHIf visual contact is notmade at missedapproach point, climbstraight ahead to 400 ft.for 3 minutes of 3 DME,proceed to primarymarshal and hold

3 nauticalmiles/DME

1.5 DME

400350275200

1/2 3/41

Tactical AirNavigation

Category MDA-MAP/Distance Ceiling/Visibility

TACAN 200 feet / 1/2 nautical mile 200 feet / 1/2 nautical mile

*Radar-Monitored(Ship/Helicopter Radar)

200 feet / 1/2 nautical mile 200 feet / 1/2 nautical mile

* Minimums when radar provides distance information

BRCDMEIAF

MAPMDATACAN

PrimaryMarshal

Base recovery courseDistance measuring equipmentInitial approach fix

Missed approach pointMinimum descent altitudeTactical air navigation

B-B-3

Approach Charts for Air-Capable Ships

APPROACH CHART AIR-CAPABLE SHIPSNONDIRECTIONAL BEACON (NDB) (HELICOPTER)

Approach FrequencyLand/Launch FrequencyAltimeterBase Recovery Course (MAG)Relative Wind Speed

Radials and coursesare relative to the baserecovery course. Finalcourses shown aretypical for mostclasses of ships butmay be adjusted toconform to existinglineup line.

WARNING

NDB

NDB Frequency

Base RecoveryCourse

3 NM ARC

180o

150

Relative

o

MISSED APPROACHIf visual contact is notmade at missedapproach point, climbstraight ahead to 400 ft.for 3 minutes. Thenproceed to alternatemarshal and hold.

3 nautical

1.5 DME

400350275200

1/2 3/41

NDB

Category MDA-MAP/Distance Ceiling/Visibility

NDB 200 ft / 1/2 nautical mile 200 ft / 1/2 nautical mile

NDB Approach

Time: High Sta to 3 nm Arc

Alternate Marshal(ADF only)1 Min. Legs

400

400

Time: 3 nm Arc to MAP (1/2 nm)

Relative Wind Speed 0 5 10 20 30

2:34 2:24 2:14 2:00 1:47

2:00 1:53 1:47 1:38 1:30

70

90

A/C

SPD

Relative Wind Speed 0 5 10 20 30

2:08 2:16 2:25 2:53 3:30

1:39 1:44 1:50 2:05 2:23

70

90

A/C

SPD

A/CADFBRC

3nm

AircraftAutomatic direction findingBase recovery course

NDBMAPMDA

Nondirectional beaconMissed approach pointMinimum descent altitude

Figure B-B-2. Approach Chart Air-Capable Ships Nondirectional Beacon (NDB)(Helicopter)

B-B-4


Joint Pub 3-04.1

APPROACH CHART LPH/LHA/LHD NDB ANDTACAN OVERHEAD (HELICOPTER)

All bearings arerelative to the baserecovery course

NOTE:

IAFNDB

TACAN CH

Base RecoveryCourse

5 DME/3 Min.

MISSED APPROACHAt missed approachpoint, climb straightahead to 1,500 feet, at 5DME/3 Min, turn rightand proceed direct toIAF

5 DME/3 Min.

LANDING MINIMA (FT-NM)

Category LHA

1500

2 UME (TACAN IAF)

NDB holding

x 3 DME

210

Rel

ativ

eo

210

Rel

ativ

eo

030

Rel

ativ

eo

FB

1500

10005 DME

500

2 DME TACAN IAF NDB

NDBTACAN

.75 DME

x

LPH

S-PAR 270-1/2 250-1/2 200 (200'-1/2nm) LPH-50 ft LPH-150 ft

S-ASR350-3/4 350-3/4 300 (300'-3/4nm) LHA-70 ft LHA-200 ft

S-NBD/TAC

Flight DeckElevation

Highest Obstruction

BRCDMEIAFNDBTACAN

30 DME

210 o

30 DME

FB

Base recovery courseDistance measuring equipmentInitial approach fixNondirectional beaconTactical air navigation

LHALPHS-ASRS-PARTAC

General purpose amphibious assault shipAmphibious assault ship, landing platform helicopterAmphibious assault ship, air surveillance radarAmphibious assault ship, precision approach radarTactical air navigation (TACAN)

Figure B-B-3. Approach Chart LPH/LHA/LHD NDB and TACAN Overhead (Helicopter)

B-B-5


Figure B-B-4. Approach Chart LPH/LHA/LHD TACAN (Helicopter)

APPROACH CHART LPH/LHA/LHD TACAN(HELICOPTER)

MISSED APPROACHAt missed approachpoint, turn right 90 ,climb to 1,000 feet,intercept the 5 nm arc,and arc right toreenter on FB.

o

5 DME


Category LHA

500

LPH

S-PAR 270-1/2 250-1/2 200 (200'-1/2nm) LPH-50 ft LPH-150 ft

S-ASR370-3/4 350-3/4 300 (300'-3/4nm) LHA-70 ft LHA-200 ft

S-TAC


Highest Obstruction

BRCDMEIAFLHA

NOTE:All bearings are relativeto the base recoverycourse (BRC)

NOTE: Marshal #2shall not be used duringmixed recoveries

MARSHAL #1

MARSHAL #3

BRC

TACAN CH

9 NM

7 NM

5 NM

090 Relativeo270 Relativeo

180 Relativeo

MARSHAL#2

IAF

IAF

IAF

TACAN

.75DME

FAF1000

3 DME 5 DME

1000

1000

IAF7 DME

xFB 3DME

FB

Base recovery courseDistance measuring equipmentInitial approach fixGeneral purpose amphibiousassault ship

LPHS-ASRS-PARS-TAC

Amphibious assault ship, landing platform helicopterAmphibious assault ship, air surveillance radarAmphibious assault ship, precision approach radarAmphibious assault ship, tactical air navigation (TACAN)

B-B-6


Joint Pub 3-04.1

Figure B-B-5. Approach Chart CV-8 Nondirectional Beacon and TACAN Overhead(Helicopter)

APPROACH CHART CV-8 NONDIRECTIONALBEACON AND TACAN OVERHEAD (Helicopter)

Courses arerelative to FB

NOTE:

IAFNDB

TACAN CH

FB

MISSED APPROACH/WAVEOFFIf no instructions by 4 DME/2min. turn downwind, reportabeam. If no COMM, reenterFB thru 3 DME FAF. (NDBturn to FB 2 min past abeam)

Category

300

Marshal As Assigned

NDB holding

x 3 DME210

Rel

ativ

eo

210

Rel

ativ

eo03

0R

elat

iveo

FB

500

Level left turn notbefore 3 DME/2 Min.

at 1/2 marshal altitude

NDB

x

S-PAR 260' -1/2 nm 200 (200'-1/2 nm)

Helicopter

S-NDB300' - 3/4 nm 240 (300' - 3/4 nm)

S-TAC

180o

4 DME/2 Min.

Avg deck elevation - 60 ft.

4 DME/2 Min. 3 DME

210 o

FB

BRCCOMMDMEIAF

Base recovery courseCommunicationsDistance measuring equipmentInitial approach fix

NDBS-NDBS-PARS-TAC

Nondirectional beaconAmphibious assault ship, nondirectional beaconAmphibious assault ship, precision approach radarAmphibious assault ship, tactical air navigation

TACAN

B-B-7


APPROACH CHART CV-7 TACAN (HELICOPTER)

Courses arerelative to FB

FB

Category

Marshal as assignedFB

3 DME

500

1103 DME

o

x

S-PAR 260' - 1/2 nm 200 (200' - 1/2 nm)

Helicopter

S-ASR300' - 3/4 nm 240 (300' - 3/4 nm)

S-TAC

BRCCOMMDMEIAF

180o

4 DME/2 Min.

Avg deck elevation - 60 ft.

FB3 DME

x

(IAF)

110o

3

DM

E Ar

c145 o

TACAN

290o

110o

MISSED APPROACH/ WAVEOFFIf no instructions by 4 DME/2 min. turndownwind, report abeam. If no COMM,reenter FB thru 3 DME FAF.

(IAF)145o

TACAN

300

4 DME /2 Min.

290o

3 DME Arc

FB

Base recovery courseCommunicationsDistance measuring equipmentInitial approach fix

NDBS-ASRS-PARS-TAC

Nondirectional beaconAmphibious assault ship, air surveillance radarAmphibious assault ship, precision approach radarAmphibious assault ship, tactical air navigation

NOTE:

Figure B-B-6. Approach Chart CV-7 TACAN (Helicopter)

B-B-8


Joint Pub 3-04.1

Intentionally Blank

ANNEX C TO APPENDIX BEMERGENCY PATTERNS AND PROCEDURES

B-C-1

EMERGENCY LOW VISIBILITY APPROACH (ELVA)PATTERN

Headings used aremagnetic, controllerwill make necessaryconversions

4

MAP Missed Approach Procedure

Circled numberscorrespond tonumbered radiotransmissions

Missed approach, 30left climbing turn to400 feet, wait forfurther instructions

o

Final approach headingis based on flight decklineup lines and baserecovery course

Distances inmiles

Missed approachprocedure 100 yards

Base recoverycourse

1 2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

4

3 1/2

3

2 1/2

2

1 1/2

1

1/2

MSL Mean Sea Level

ELVA Sample Starboard Approach Pattern(both right and left hand approachesauthorized) (depends on fire control radarplacement)

3 1/232 1/221 1/211/2MAP

5050 100 150 200 300200 350250

FINAL APPROACH PROFILE

Slow to40Knots

Slow to70Knots

400FeetMSL

Figure B-C-1. Emergency Low Visibility Approach (ELVA) Pattern

B-C-2

Annex C to Appendix B

Joint Pub 3-04.1

1. (Initial Check-in). This will be a radar assisted approach. Hold your radar contact on the___ radial, ___ miles from the ship. Altimeter setting is ___. Weather is ceiling ___, visibility___. Final approach heading will be ___. Winds are ___ degrees port/starboard at ___ knots.Maximum pitch and roll are ___. Read back altimeter setting.

2. Descend/climb and/or maintain 400 feet. Assigned heading is ___.

3. Lost communications procedures follow: If no transmissions are received for 1 minute in thepattern or 15 seconds in final, climb to and maintain 400 feet. Attempt contact on(Secondary). If unable to make contact, squawk Mode III Code 7700 for 1 minute, then ModeIII Code 7600. Alternate approach will be tacan channel ___ commencing at 3 miles and 400feet on the ___ radial. Acknowledge.

4. Missed approach procedures follow: If ship or wake not in sight at missed approach point,turn left 30 degrees immediately; climb to 400 feet and increase airspeed to 90 knots. Reportlevel and on speed and stand by for further instructions.

5. Perform landing checks. Report gear down and locked.

6. Turn right/left to the final bearing ___, maintain 400 feet and slow to 70 knots.

7. Do not acknowledge further transmissions. On final, 4 miles. Commence gradual rate ofdescent to arrive at 1/2 mile at 50 feet. Maintain 70 knots. Assigned heading is ___. Reportship in sight.

8. (Call sign) 31/2 miles, left/right/on approaching centerline. Turn left/right (Correctiveheading) or assigned heading is ___. Altitude should be 350 feet.

9. (Call sign) 3 miles, left/right/on approaching centerline. Turn left/right (Corrective heading)or assigned heading is ___. Altitude should be 300 feet.


11. (Call sign) 2 miles, left/right/on approaching centerline. Turn left/right (Corrective heading)or assigned heading is ___. Altitude should be 200 feet.


13. (Call sign) 1 mile, left/right/on approaching centerline. Turn left/right (Corrective heading)or assigned heading is ___. Altitude should be 100 feet. Slow to 40 knots.

14. (Call sign) 1/2 mile. Assigned heading is ___. Maintain 50 feet and 40 knots.

15. (Call sign) 800/600/400/200 yards. Left/right/on approaching centerline.

16. (Call sign) at missed approach point if ship or wake not in sight, execute missedapproach.

EMERGENCY LOW VISIBILITY APPROACH(ELVA) PATTERN RADIO CALLS

Figure B-C-2. Emergency Low Visibility Approach (ELVA) Pattern — Radio Calls

B-C-3

Emergency Patterns and Procedures

SMOKELIGHT APPROACH PROCEDURES

Smokelight Approach. This approach is used as a last resort when available equipmentwill not allow ELVA procedures to be used, or when the ship cannot be visually acquiredusing ELVA procedures and ditching is considered imminent. Both the ship’s commandingofficer and the pilot in command (or detachment officer in charge) must have agreed toattempt the procedure. The aircraft will be positioned 2 miles behind the ship and proceedsinbound on the 180 degrees radial relative to the BRC. The aircraft will descend at the pilot’sdiscretion to arrive at approximately 40 feet and 40 knots 1 mile behind the ship. Ship’spersonnel drop smoke or matrix lights every 15 seconds (or other prearranged intervals), andthe pilot is kept informed of the number of smokelights in the water. The pilot at the controlsfollows the smokelights up the ship’s wake, adjusting the closure rate until there is visualcontact with the ship. HCS will receive a “gear down” report from the pilot before theaircraft maneuvers over the deck.

B-C-4

Annex C to Appendix B

Joint Pub 3-04.1

HELICOPTER EMERGENCY MARSHALPATTERN


Category LHA LPH

370-3/4 350-3/4 300 (300'-3/4nm)S-TAC

LPH-50 ft LPH-150 ft

LHA-70 ft LHA-200 ft


Highest Obstruction

MISSED APPROACHAt missed approach point, turn right 90 ,climb to 1,000 feet, intercept the 5 nm arc,and arc right to reenter on EFB.

o

X500

5 DME

ARC

MAR@5

MAR@6

MAR@7

MAR@8

MAR@9

MAR@10

MAR@11

MAR@12

EFB

X

5 6 7 8 9 10 11 12

5

6

7

8

9

10

11

12

TACAN __ __ __'B'

5 NM

1500

2000

2500

3000

3500

4000

4500

5000

'A'

090o

045o

5

6

7

8

9

10

11

12

135o

'C'

3 NM

WX

FAF

.75 DME

3 DME

15002000

2500

30003500

4000

4500

5000

500

Figure B-C-3. Helicopter Emergency Marshal Pattern

ANNEX D TO APPENDIX BTYPICAL LANDING PROCEDURES

B-D-1

B-D-2

Annex D to Appendix B

Joint Pub 3-04.1

TYPICAL LANDING PROCEDURES

TYPICAL FULL-CIRCLE LANDING:Helicopter lands parallel to the landinglineup line with the forward landing gearor skid supports within the inner edge ofthe touchdown circle.

TYPICAL H-46/H-53/H-3 (CG)FORWARD HALF-CIRCLE LANDING

RESTRICTION:Helicopter lands parallel to the landinglineup line with the nose landing gearwithin the forward half of the touchdowncircle (relative to the landing lineup line) oron the touchdown spot.

H-46 LANDING RESTRICTION ONLAMPS MK I/DD 963 ABD DDG 993

SHIP CLASSES:Helicopter lands parallel to the ship'scenterline with the nose landing gearwithin the forward half of the touchdowncircle (relative to the ship's centerline) oron the touchdown spot.

H-3 LANDING RESTRICTION ONLAMPS MK III/DD 963 CLASS

SHIPS:Helicopter lands parallel to the landinglineup line with the main landing gearwithin the touchdown circle and forward ofthe main landing gear limit lines.

H-3/H-46 LANDING RESTRICTIONSON LAMPS MK III/CG 47 CLASS

SHIPS:Helicopter lands parallel to the landinglineup line with the main landing gear (H-3)/ nosewheel (H-46) within thetouchdown circle, aft of the rast hoverreference lines and forward of the landinggear limit lines.

H-3 MAIN LANDING GEAR LIMIT LINE (PORT &STARBOARD)

H-3 MAIN LANDING GEAR LIMIT LINE (PORT &STARBOARD)

RAST HOVER REFERENCE LINE (PORT &STARBOARD)

S O C

Figure B-D-1. Typical Landing Procedures

B-D-3

Typical Landing Procedures

OPERATION OF TWO HELICOPTERS FROM SINGLE-SPOT SHIP

1. Background

Operational necessity may require the operation of two OH-6 or OH-58 helicopterssimultaneously from flight decks configured and marked for single-helicopter operations.Operation with two helicopters simultaneously can be accomplished safely with specificship-helicopter combinations by spotting or landing the aircraft transversely on the deck inopposing directions. Because these operations entail minimum lateral separation and lessthan optimum relative wind for one or both of the involved aircraft, use of these proceduresis restricted to units specifically identified by the parent Service as having the operationalrequirement and the requisite proficiency to conduct this operation.

2. Approved Combinations

The following aircraft-ship combinations are statically approved for dual-helicopteroperations from a single operating spot:

a. OH-6 or 58 and FFG-7 Class.

b. OH-6 or 58 and DDG-993 Class.

c. OH-6 or 58 and DD-963 Class.

d. OH-6 or 58 and CG-47 Class.

Note: Reference will be made to the Shipboard Aviation Facilities Resume for ship’s flightdeck marking and dimensions for dual-helicopter, single-spot operations.

3. Restrictions

The following restrictions apply to simultaneous operation of two helicopters on a single-spot ship:

a. On departure, the aircraft spotted aft will lift and depart before the forward aircraft liftsoff. On recovery, the first aircraft will touch down on the forward spot before the secondaircraft hovers over the rear spot.

b. Operations will be conducted during daylight conditions or with night-vision devices.Dual-helicopter, unaided-vision night landings are not authorized.

c. When a flight of two AH-58D Kiowa Warriors is landing on a small deck, Non-Recovery,Assistance, Securing, and Traversing Systems (RAST)-equipped guided missile frigate, thefirst aircraft must land and fold aft-facing blades before the second aircraft lands. Operationsmust be conducted with relative winds within the general envelope. Operations outside thegeneral envelope must be certified through testing or analysis.

B-D

-4

Annex D

to Appendix B

Join

t Pu

b 3

-04

.1

OH-58D Positions on Non-RAST-Equipped Air-Capable Ships

X

35' 6

"

Capstan Cont.1' 6" H

53' 6"

22' 9"

Portable Rail(P/S)

Helo Control Station16' 7" H - 1st OBSTOver 5' H and 15' H

Floodlight (8) 25' 4" H1st OBST Over 25' H

20' 20'

(3) 24' H

42'2"

56' 10"38' 8"37' 9"

MAIN DECK OPERATING AREA

Figure B-D-2. OH-58D Positions on Non-RAST-Equipped Air-Capable Ships

B-D

-5

Typical Landing Procedures

OH-58D Positions for Takeoff and Landing on RAST-Equipped Air-Capable Ships

6" H

Rail 8" H

60' 6"

22' 7"

Portable Rail(P/S)

Helo Control Station16' 7" H - 1st OBSTOver 5' H and 15' H

Ant. - ist OBSTOver 25' H

20' 20'

(3) 26' H

71' 6'

60'39' 5"39' 1"

X

Deck 2' 2" BelowFlight Deck

Rast Cont. Sta. 2' H

37' 10"

RAST Bellmouth(P/S)

MAIN DECK OPERATING AREA

Figure B-D-3. OH-58D Positions for Takeoff and Landing on RAST-Equipped Air-Capable Ships

B-D-6

Annex D to Appendix B

Joint Pub 3-04.1

Intentionally Blank

APPENDIX CUS NAVY SHIP AND MILITARY HELICOPTER INTERFACE

AND WIND ENVELOPES

C-1

1. USN Ship, USCG Cutter,Military Sealift CommandShip and Military HelicopterInterface

a. Ship and/or helicopter combinations aredeveloped considering rotor diameter, fuselageconfigurations, landing gear arrangement,maximum gross weight, ship structures, andflight deck obstructions for safe operations. TheShipboard Aviation Facilities Resume (NAEC-ENG-7576) defines the aviation facilitycertification categories by “levels” and “classes.”The “level” of the facility identifies theenvironmental conditions under which theaircraft can operate and the “class” of the facilityidentifies the mission the ship can support.Allowable helicopter and/or ship operatingcombinations are provided in this publicationfor Navy, Military Sealift Command, and USCGair-capable ships.

b. Ship and/or helicopter combinations areevaluated for EMV and HERO compatibility.

WARNING

Some non-USN helicopters have not beentested in the electromagneticenvironment of various ship classes.When conducting non-USN operations,consideration must be given to potentialradiation hazards, electromagneticinterference, and EMV effects.

2. Aircraft Wind Limitations

WARNING

Considerable differences may existbetween the flight deck winds andthose measured by bridge-levelanemometers. However, aircraft windlimitations contained in the appendixand applicable shipboard operatingbulletins are based on winds measuredby the windward bridge-levelanemometer. When operating at ornear the outer wind limits, theprobability of damage increasessharply when wind gusts exceed 10knots. Also the maximum safe windin conjunction with excessive shippitch and/or roll can make flightoperations unacceptably hazardous;therefore, operations shall be adjustedaccordingly. Common sources ofturbulence are: (1) stack gasses andwash; (2) ship superstructures; (3)deck protrusions; and (4) rotor washor jet blast caused by the takeoff andlanding of adjacent aircraft.

a. The NAWCAD, Patuxent River,Maryland, conducts dynamic interface (DI)testing of all helicopter and ship classcombinations to develop all aspects ofshipboard helicopter dynamic operationalcompatibility. DI testing investigates the

WARNING

This appendix contains information that may change without notice throughthe joint publication system. If a conflict exists with more specific procedures,those specific procedures will have precedence.

C-2

Appendix C

Joint Pub 3-04.1

effects of ship airwake, ship motion, shipmarking and lighting, and effects of ship and/or helicopter operations. The significantresult of DI testing is the development ofoperational launch and recovery, engage ordisengage, and HIFR envelopes, each ofwhich depict the wind speed and directionand ship motion conditions conducive toproducing consistently safe shipboardoperations. DI certifications of each ship and/or helicopter combination are required beforeconducting any shipboard flight operationsbeyond the bounds of Figures C-1 and C-2.Aircraft that have not undergone DI testing

or that do not have a DI-certified envelopeare restricted to the use of the general launchand recovery wind limitations charts (FiguresC-1 and C-2) for the appropriate class ship.Comments or questions about ship and/orhelicopter interface, electromagneticenvironment, and aircraft wind limitationsshould be addressed to:

CommanderNaval Air Systems Command (PMA251D)Naval Air Systems Command Headquarters1421 Jefferson Davis HwyArlington, VA 22243-5120

C-3

US Navy Ship and Military Helicopter Interface and Wind Envelopes

GENERAL LAUNCH AND RECOVERYWIND LIMITS

350

20

15

10

5

01025 KT

340 020

315 045

270 090Pitch 2Roll 4

++

NOTES:

Helicopter aligned with ship's lineup lineand wind shown relative to aircraft's nose.If the ship's lineup line is not fore/aft thenthis envelope will be rotated to the angle ofthe lineup line.

This wind envelope is mandatory for allhelicopter and ship combinations not listedelsewhere in this appendix.

Entire Envelope: dayBlue Area: night

Figure C-1. General Launch and Recovery Wind Limits

C-4

Appendix C

Joint Pub 3-04.1

GENERAL LAUNCH AND RECOVERY WINDLIMITS FOR LHA/LPH/LHD AND CV/CVN

CLASS SHIPS

350

15

01030 KT

340 020

270 090Pitch 2Roll 4

++

NOTES:

Helicopter aligned with ship's lineup lineand wind shown relative to aircraft's nose.If the ship's lineup line is not fore/aft thenthis envelope will be rotated to the angle ofthe lineup line.

This wind envelope is mandatory for allhelicopter and ship combinations not listedelsewhere in this appendix.

Entire Envelope: dayGreen Area: night

15

315 045

5

25

20

10

Figure C-2. General Launch and Recovery Wind Limits forLHA/LPH/LHD and CV/CVN Class Ships

APPENDIX DORDNANCE

D-1

Annex A Permissible Stowage of Ammunition and ExplosivesB Aviation Ordnance Technical Publications and Instructions

Library ChecklistC Joint Helicopter Handling, Qualification, and Certification for

Conventional Aviation Ordnance DevicesD Weapons Loading, Strikedown, Downloading, and RecoveryE Munitions Cookoff Time SummaryF Helicopter Weapons Configuration — By Service

WARNING


D-2

Appendix D

Joint Pub 3-04.1

Intentionally Blank

ANNEX A TO APPENDIX DPERMISSIBLE STOWAGE OF AMMUNITION

AND EXPLOSIVES

D-A-1

D-A-2

Annex A to Appendix D

Joint Pub 3-04.1

PERMISSIBLE STOWAGE O F

TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Actuator, Torpedo, F/Arming Device MK 6 Mod 0 X X

Arming and Firing Mechanism MK-1 Mod 1 X

Arming Device, MK-2 and -3, F/Torpedo X

Bag, Loading Assy F/4. 2" Mortar Cartridge X

Base Couplings, w/primer X

Bolts, Explosive X X

Bombs, Chemical Agent

Bombs, HE Loaded, Depth, Frag, GP, SAP

Boosters and Auxiliary Boosters w/o Detonators, HE Loaded,All Types

Boosters and Auxiliary Boosters w/Detonators, HE Loaded, AllTypes

X

Caps, Blasting

Cartridges, 40mm, 3" and 5", Blank Saluting X X

Cartridges, Delay, F/AC X X

Cartridges, Engine Starter, MXU-4A/A X X X

Figure D-A-1. Permissible Stowage of

D-A-3

Permissible Stowage of Ammunition and Explosives

AMMUNITION AND EXPLOSIVES

TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X X

X X

X

X X

X X

X X

X

X X

X X

X

X

X

Ammunition and Explosives

D-A-4


Joint Pub 3-04.1



TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LI

QUI

D

FUEL

FUZES

Cartridges, Explosive, F/Torpedo MK-45 X X

Cartridges, Grenade, Rifle and Carbine X X

Cartridges, Impulse, F/AC X X

Cartridges, Impulse, 3" F/SDCP X X

Cartridges, Impulse, F/Gas Gen, 25 Man Life Raft X X X

Cartridges, 20mm, AP-T, TP, LPT, FCT X X

Cartridges, 20mm, Incend, API, HE Loaded X

Cartridges, 30mm, EF X

Cartridges, Photoflash

Cartridges, Mortar, HE, III, TP, Leaflet and Window X

Cartridges, Mortar, WP Loaded

Cartridges, 40mm Riot Control

Cartridges, 3" 50 Cal, 76mm, Service and Training X

Cartridges, 40mm, Service, Less Chemical X

Cartridge Sets, Impulse, F/CAD Devices X

D-A-5


Ammunition and Explosives (cont'd)


TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X X

X X

X X

X X

X

X

X Separate Stowage

X

X

X

X

X

X X X

D-A-6


Joint Pub 3-04.1


TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Cartridges, 3, 5, 6, 8" Short X X X

Cartridges, Signal, F/Practice Bombs

Cartridges, Small Arms, All Calibers and Types 1/ X X

Catapult, Aircraft Seat Ejection X X

Cases, U/W Mines and Depth Charges, HE Loaded

Charges, Demolitions, Assemblies, Blocks, Flex, Linear, &Sheet

Charge, Demolition (Shaped) MK-45/-47/-74

Charge, Propellant, Guns 5, 6, 8" Cased, Full, Reduced X X X

Charge, Propellant, Guns 8, 16" Bag, Full, Reduced X X X

Charges, Spotting, F/Practice Bombs and Mines X X

Chemical Agent, FS Smoke

Cluster, Canister, Chemical, Riot Control

Cluster, Projector, Launcher, MK-14 X X X

Container and Cartridge Set, Line Throwing, .45 Cal X X


D-A-7



TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X

X X

X X

X X

X

X X X X

X X

X

X

X X X


D-A-8


Joint Pub 3-04.1


TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Container and Charge Set, Line Throwing, 2.75" Rocket X X X X

Control Unit, Parachute X X

Cord, Detonating, All Types X X

Cryptographic Equipment Destroyers

Cutters, Cartridge Actuated X X

Cutter, HE, MK-3, Mod 1

Demolition Kit, Bangalore Torpedo

Depth Charge Antipersonnel, MK-40

Destructor Charges, Explosive X X

Destructor, Incendiary

Detonation Simulators

Detonators, Detonators Assemblies, Electric Percussion, Stab

Dispensers, Chaffeye, MJU-5B X X

Dispensers and Bombs, Complete, CBU, Less CBU-15, -22,and -55/b


D-A-9



TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X X

X X X X

X Separate Stowage

X X X

X X

X X

X X

X X X

X Separate Stowage

X X X Separate Stowage

X

X X

X X


D-A-10


Joint Pub 3-04.1



TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Dispensers and Bombs, Complete, CBU-15, -22, and -55/b X

Dispensers and Bombs, Practice Weapon, CBU M-20 X X

Document Destroyers

Dynamite, Military, M1

Dynamite, 40% Nitro Gel 2/

Exercise Heads, Mk 10 Mod 0 F/GMS

Exercise Heads, F/GM, Less MK-10

Exercise Sections Assembly, MK-17, F/GMS

Exploder Mechs, MK-11 and Mods F/Torpedo MK-27 X

Explosive Blocks, Torpedo X

Explosive Drivers X X

Explosive Fittings, Less MK-26

Explosive Fitting, MK-26 F/SUBROC X

Explosive Switch, MK-17 Mods 1 and 2 X

Explosive Train, F/Torpedo MK-46, Service & Practice X

D-A-11




TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X

X X

X X

X

X Separate Stowage

X X

X X

X X

X

X X

X

D-A-12


Joint Pub 3-04.1



TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Extensions, Fuse, Bomb, Tetryl or Comp B Loaded X

File Destroyer, Incendiary

Firing and Arming Mechs. F/U/W Sound Signals X

Firing Devices, Firing Device Set, Demolitions X X

Firing Mech. MK-24, F/U/W Mine X

Flares, All Types

Fog Oil for Smoke Pots

Fuze, Blasting, Time X X

Fuzes, Bombs, All Types X

Fuzes, F/Missiles, All Types w/wo Boosters X

Fuzes, Hand Grenades and Mines AT Combination X

Fuzes, Projectile, Base Det, MT w/Boosters, PD Less MK-66Mod 0, Aux Det. Less MK-89, Fuze and Adapter Assemblies

X

Fuzes, Projectile, MT w/o, Boosters PD MK-66 Mod 0, AuxDet. MK-89

X X

Fuzes, U/W Sound Signal X

D-A-13




TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X Separate Stowage

X

X X

X X

X X

X X

X

X

X

X X

X

D-A-14


Joint Pub 3-04.1



TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Generators, Catalyst, WMU-1/B, -2B, -6B

Generators, Gas Pressure X X X

Grenades, Hand, Chemical, Riot, Tear Gas, WP

Grenades, Hand, Frag. X

Grenades, Hand III, HC Smoke, Colored Smoke X

Grenades, Hand, Incendiary (Thermite)

Grenades, Offensive, with or without Fuzes

Grenades, Hand Practice and Rifle, AT Practice, Fuzed X

Grenades, Hand and Rifle, Colored Smoke

Grenades, Rifle, HEAT

Grenades, Rifle, WP

Guided Missiles, Practice and Tactical, Less TALOS X

Guided Missile, SHRIKE, Training X

Guided Missile, SHRIKE, Exercise

Guided Missile, TALOS, Practice and Tactical

D-A-15




TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X X

X X

X X X

X X

X Separate Stowage.

X X X X

X X 3/

X X

X X

X X

X X X

X X

X X

X X

D-A-16


Joint Pub 3-04.1



TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Guided Missile, HARPOON, Tactical 4/

Guided Missile, PENGUIN X

Guided Weapon, TOMAHAWK, Tactical 4/

Guided Weapon, Tactical, WALLEYE

Guided Weapon, WALLEYE, Mk-2 Practice X

Guided Weapon, WALLEYE, Mk-4 Practice X

Hellfire Missile

Igniters, Bomb, WP

Igniter Cylinders, Flame Throwers X X

Igniters, Igniter Assemblies, F/Torpedoes X

Igniters, Sea Water Activated, F/Torpedoes MK-46

Igniter, Time Blasting Fuze X X

Initiators, Cartridge X X

Ignition Separation Assemblies, HE Loaded X

Igniters, JATO Units X

D-A-17




TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X X

X X

X X

X X

X X

X X

X

X

X X

X X

X X

X X

D-A-18


Joint Pub 3-04.1


TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Initiator, Firebomb MK-13 Mod 0 X

Launcher and Cartridges, Chemical Agent

Lead, Flexible, Explosive, MK-11 Mod 0 X

Marker Kit, Location, MK-19

Markers, Location, Marine and Sub.

Markers, Marine, MK-2 Mods 0 and 1

Mines, AT, and AP, M18/T48 Type

Mines, AP, M2, M16, M26 Types X

Mines, Underwater, w/wo Detonators X

Primer Dets. F/Bomb Fuzes, All Types X

Primers, All Types

Projectiles, 5-38, 5-54, 6-47 Cals., III., Chaff, Window,Non-Frag

X

Projectiles, 5-38, 5-54 Cals. WP X

Projectiles, 5" thru 16", HE Loaded X


D-A-19



TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X

X

X X

X X

X X

X X X

X X X

X

X

X X

X X

X


D-A-20


Joint Pub 3-04.1



TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Projectiles, 5", 6" and 8", Smoke Puff X

Propellant Assembly F/Torpedo MK-46 X X X

Removers, Aircraft Canopy X X

Rocket, 66 mm, Incendiary 5/

Rockets, Assembled, with/without Fuzes X

Rocket Engines, Liquid, All Types X X

Rocket Motors, Solid, All Types X X X X

Safety and Arming Devices, with less than 0.1 Pound HE X X

Safety and Arming Devices, with more than 0.1 Pound HE X

Self-Destruct Charges (Destructor Charges F/GM) X

Signal, MK-25 f/Drill Mines

Signals, Signal Kits, All Types, Except U/W Sound

Signals U/W Sound, w/wo Fuzes, Except MK-64

Signal, U/W Sound, MK-64 Mod 0 X

Simulators, Other than Detonation Simulators

D-A-21




TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X X

X X

X

X

X X

X X

X X

X X

X

D-A-22


Joint Pub 3-04.1



TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Simulator, Projectile, Air Burst f/Discharger, Smoke Puff

Smoke Pots, Fog Oil, Fuel Oil, Ground or Floating

Smoke Pots, HC Loaded Ground or Floating

Smoke Tracking Devices, F/LD. Bombs

Spray Guns, CN, Training

Squibs, Squib Assemblies X X

STINGER Missile

Thrusters, Cartridges Actuated X X

Torpedoes, Assembled, Service

Torpedoes, Assembled, Exercise MK-37, -44, and -45 X

Torpedoes, ASROC, Exercise X

Toxic Gas Sets, Training

War Gas, Identification Seta

Warheads, Exercise, F/GMS

Warheads, HE Loaded, F/GMS X

D-A-23




TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X

X X

X X

X

X

X X

X

X X

X X X

X

X

X

X

X X

X X X


TYPE OF AMMUNITION

TYPE OF MAGAZINE

PROJECTILES

&

ROCKET

HEADS

FIXED

AMMO

GUN

&

ROCKET

PROPELLANT,

ROCKET

TYPE

PROPELLANT,

GUN,

BAG

PROPELLANT,

GUN,

CASED

PROPELLANT

LIQUID

FUEL

FUZES

Warheads, Rockets, 5.00", Chafe, III X

Warheads, Rockets, 2.75" and 5.00", Chemical, WP X

Warheads, f/RAP and Rockets, HE Loaded X

Warheads, Torpedo, HE Loaded

1/ See Paragraph 3-57 NAVSEA OP42/ May be stowed, if authorized by COMNAVSEASYSCOM, in separate stowage only.3/ If not assembled, fuses and charges will be segregated in individual lockers.4/ Can be stowed with assembled, service torpedoes on tenders.5/ To be stowed above deck in dry jettisonable lockers only.

D-A-24


Joint Pub 3-04.1



TYPE OF MAGAZINE

REMARKS

PYROTECHNI

C

CHEMICAL

BOMB

TYPE

SMALL

ARMS

WARHEADS

MISSILES

ASSEMBLED

GRENADE

LOCKERS

DETONATOR

LOCKERS

READY

SERVICE

DEMOLITI

ON

MATERIA L

SPECIAL

LOCKERS

X X

X

X

X X X

D-A-25



D-A-26


Joint Pub 3-04.1

Intentionally Blank

ANNEX B TO APPENDIX DAVIATION ORDNANCE TECHNICAL PUBLICATIONS AND

INSTRUCTIONS LIBRARY CHECKLIST

D-B-1

1. Instructions:

____ Naval Warfare Publication 3-01.4Helicopter Operating Procedures for Air-Capable Ships.

____ OPNAVINST 3120.32 (series)Standard Organization and Regulations of the US Navy.

____ OPNAVINST 5100.19 (series)Navy Safety Precautions for Forces Afloat.

____ OPNAVINST 5102.1 (series)Mishap Investigation and Reporting.

____ OPNAVINST 5530.1 (series)Department of the Navy Physical Security Instruction for Sensitive ConventionalArms, Ammunition, and Explosives (AA&E).

____ OPNAVINST 8600.2 (series)Naval Airborne Weapons Maintenance Manual.

____ NAVSEAINST 8020.6 (series)Weapon System Explosive Safety Review Program.

____ Title 46 Code of Federal Regulations 146.29Detailed Regulations Governing the Transportation of Military Explosives andHazardous Munitions Onboard Vessels.

____ SPCCINST 8010.12Supply Management of Ammunition; Policy, Procedures and Responsibilities.

____ COMNAVSURFLANTINST 8023.4/COMNAVSURFPACINST 8023.5Non-Nuclear Ordnance/Explosive Handling Qualification and Certification Program.

____ COMNAVSURFLANTINST 9093.3Commander Naval Surface Force, US Atlantic Fleet Combat System OfficersManual.

____ Naval Safety Center Instruction 8020.1Ship/Submarine Explosives Safety Surveys and Checklist.

D-B-2

Annex B to Appendix D

Joint Pub 3-04.1

2. Bills:

____ Ships EMCON Bill.

____ Ships HERO Bill.

____ Ships HERO Survey.

3. Publications:

____ General Specifications for Ships, US Navy.

____ Naval Ships Technical Manual (S9086-VG-STM-000) Chapter 7.

____ NAVSEA S9522-AA-HBK-010Instruction Book Magazine Sprinkler System.

____ NAVSEA OP-4Ammunition Afloat.

____ NAVSEA OP-1014Ordnance Safety Precautions.

____ NAVSEA OP-2165 Volume 1Navy Transportation Safety Handbook.

____ NAVSEA SW060-AA-MMA-010Demolition Material.

____ NAVSEA SW050-AB-MMA-010Pyrotechnic Screening and Marking Devices.

____ NAVSEA OP-2238Identification of Ammunition.

____ NAVSEA SW050-AC-ORD-010/NA-11-15-8Toxic Hazard Associated with Pyrotechnic Devices.

____ NAVSEA OP-3347US Navy Ordnance Safety Precautions.

____ NAVAIR 11-1-116B/TWO010-AA-ORD-030Naval Ammunition Logistic Codes (NALC).

____ NAVAIR 11-1F-2Fuze Manual, Airborne Bomb and Rocket, Description and Characteristics.

D-B-3

Aviation Ordnance Technical Publications and Instructions Library Checklist

____ NAVAIR NA-00-80R-14Aircraft Firefighting & Rescue Manual.

____ NWP 3-04.1MHelicopter Operating Procedures for Air-Capable Ships.

____ NAVAIR 11-85-5Airborne Rockets.

____ NAVAIR 11-75A-612.75 Inch Airborne Rocket Launchers (LAU-61, 68 series).

____ NAVAIR 11-120A-1.1/1.2Airborne Weapons Packaging, Handling and Stowage.

____ NAVAIR 19-15BC-12AERO-12C, Bomb Skid.

____ NAVAIR 19-600-96-6-4Calendar Maintenance Requirement Cards Bomb Skid, AERO-12B/C.

____ NAVAIR 19-95-1Airborne Weapons/Stores Manual Checklist, Transportation and Loading EquipmentConfiguration.

____ AW-820YB-MIB-000HELLFIRE Missile, Fleet Missile Maintenance.

____ SW020-AC-SAF010, SW020-AC-SAF-020, and SW020-AC-SAF030Transportation and Storage Data for Ammunition, Explosives, and RelatedHazardous Materials.

____ TM 9-1425-429-12STINGER Missile; Operational Organizational Maintenance Manual.

____ TM 9-1005-213-25.50 Caliber Machine Gun.

____ Table D-A-1. PERMISSIBLE STOWAGE OF AMMUNITION ANDEXPLOSIVES TM 2.75 FFAR (Folding Fin Aerial Rocket)

D-B-4

Annex B to Appendix D

Joint Pub 3-04.1

Intentionally Blank

ANNEX C TO APPENDIX DJOINT HELICOPTER HANDLING, QUALIFICATION, AND

CERTIFICATION FOR CONVENTIONAL AVIATIONORDNANCE DEVICES

D-C-1

1. Ordnance and ExplosiveDevice Handling

Safe ordnance and explosive devicehandling requires the attention of all echelonsof command. Qualification and certificationof aviation personnel in the safe, efficienthandling of ordnance and explosive devicesshould be structured around existing trainingprograms.

2. Qualification Procedures

Qualification of personnel will be as a teammember (TM), individual (I), team leader(TL), quality assurance (QA), instructor (IN),and safety observer (SO).

3. Certification

When qualified and recommended forcertification, each person will be issuedcertification by the parent Service.

a. Team Member Qualification andCertification. All personnel whose dutiesrequire handling, packaging, unpacking,assembling or disassembling, fuzing, loading,downloading, arming, or de-arming ofordnance and explosive devices will bequalified and certified as team members. Thislevel indicates an in-training status and appliesto personnel that must be supervised in theperformance of their duties.

b. Individual Qualification andCertification. Personnel whose dutiesrequire that they individually inspect(including acting as safety observers), prepare,adjust, arm, or de-arm ordnance and explosivedevices will be qualified and certified for such

tasks. Personnel conducting magazineinspections, maintenance on aircraft, safety,and survival equipment, or performing anyfunction that involves ordnance and explosivedevices will be included in this program.Supervisors of ordnance and explosive deviceoperations will be individually certified forevolutions that they may supervise or observe.

c. Team Leader Qua l i f i ca t ionCertification. Personnel who have beenpreviously qualified and certified to the I levelwhose duties require that they direct andsupervise others in safe and reliable operationsmay be designated as TL.

d. Quality Assurance Qualification andCertification. QA qualification andcertification will be certified to the I or TLlevel and have detailed knowledge ofapplicable ordnance and explosive devices orsystems inspection criteria to determine thatthe device or system will function properly.In addition, personnel must be able todetermine that the necessary assembly orinstallation procedures have been completedusing applicable directives. Personnel whoare QA representatives or collateral duty QArepresentatives and perform functionsinvolving explosive devices will also bequalified and certified as a minimum to QAlevel and as SOs as outlined in the followingparagraph.

e. Safety Observer Qualification andCertification. The qualification andcertification standards of the SO will ensurethat the member has sufficient knowledge ofapplicable safety procedures, equipment, anddevices under observation to be able torecognize and react to violations.

D-C-2

Annex C to Appendix D

Joint Pub 3-04.1

f. Instructor Qualification andCertification. To obtain an IN qualificationand certification, personnel will be qualifiedand certified as I or TL and have developedthe necessary skills to instruct others using acommand-approved course of instruction.

g. Duration and Revocation. Theexpiration date and cause for revocation willbe determined by the parent Service of theembarked detachment.

4. Explosive Devices

Each type of explosive device will beconsidered as a separate family. The followinglist of types of explosive devices is consideredrepresentative, but not all inclusive:

a. High-explosive bombs and components.

b. Cluster bomb units.

c. Special-purpose bombs (practice bombswith marker charges, leaflet chaff).

d. Pyrotechnics.

e. Chemical ammunition.

f. Underwater sound signals.

g. Demolition explosive and material.

h. Mines and components.

i. Cartridges and cartridge-actuateddevices.

j. Rocket warheads and components.

k. Small arms and landing forceammunition.

l. Aircraft gun ammunition.

m. Air-launched guided missiles andcomponents.

n. Targets and components.

o. Aircrew escape propulsion systems(AEPS).

p. Guided weapons (LGB, WALLEYE).

q. Destructors.

5. Explosive Operations

Each type of explosive operation will beconsidered as a separate family. The followinglist of explosive operations is consideredrepresentative but not all inclusive:

a. Ashore Operations

• Receipt, segregation, storage, and issuefunctions.

• Aircraft arming and de-arming.

b. Afloat Operations

• Aircraft release and control systemchecks.

• Aircraft loading and downloading.

• Aircraft arming and de-arming.

• Installation or removal of AEPS orcartridge-actuated devices.

• Ordnance and explosive device handlingand transporting.

• Ordnance and explosive deviceunpackaging and packaging.

• Ordnance and explosive deviceinspection, assembly, or disassembly.

• Aircraft gun handling, loading, or jamclearing.

• Storage.

D-C-3

Joint Helicopter Handling, Qualification,and Certification for Conventional Aviation Ordnance Devices

6. Record of Certification

Documentation of certification will beaccomplished using Figure D-C-1. Thefollowing notes will be used in its preparation.

D-C-4


Joint Pub 3-04.1

JOINT SHIPBOARD HELICOPTER OPERATIONSMANUAL CONVENTIONAL AVIATION ORDNANCE DEVICES

CERTIFICATION/QUALIFICATION SHEET

CERTIFICATION LEVELS

TM TEAM MEMBER TL TEAM LEADER SO SAFETY OBSERVERI INDIVIDUAL QA QUALITY ASSURANCE IN INSTRUCTOR

WORK TASK CODES

1. STORAGE/STOWAGE 5. ARM/DE-ARM 9. AIRCRAFT RELEASE2. HANDLING 6. TRANSPORTING & CONTROL3. ASSEMBLY/ 7. MAGAZINE

DISASSEMBLY INSPECTION4. LOAD/DOWNLOAD 8. INSTALL/REMOVE

EXPLOSIVE WORK CERT INDIVIDUAL APPROVAL DATEDEVICE TASK FORCE LEVEL SIGNATURE AUTHORITY CERT

________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

CERTIFICATIONS ABOVE HAVE BEEN REVIEWED AND RECERTIFIED ASPER DATES AND SIGNATURE INDICATED BELOW. EFFECTIVE FOR ___MONTHS (NOTE: ITEMS NOT REQUIRED FOR RECERTIFICATION WILL BELINED OUT.).

INDIVIDUAL BEING CERTIFIED APPROVAL AUTHORITY

________________________________________________________________________SIGNATURE DATE SIGNATURE DATE



________________________________________________________________________NAME GRADE SSN/MOS ACTIVITY

Figure D-C-1. Joint Shipboard Helicopter Operations Manual Conventional AviationOrdnance Devices Certification/Qualification Sheet

D-C-5

Joint Helicopter Handling, Qualification,and Certification for Conventional Aviation Ordnance Devices

Notes:

The following list of definitions and guidelines is provided to assist in preparation of therecord of certification.

a. Explosive Device. Applicable explosive device for which the person is being certified.

b. Individual Signature. Signature of person being certified. Signing acknowledgescertification level and work task code for the explosive device or family; therefore, a signatureis required for each line entry.

c. Conventional Ordnance Handling and Certification Board Chairman Signature. Signatureof the commanding officer, officer in charge, or department head designated to act as boardchairman.

d. Date Certified. Date certification is effective.

e. Recertification. Recertification or acceptance of certification from other commandsmay be accomplished using the space provided. Once the individual has been recertified oraccepted and the board chairman signs and dates the form, the certification duration will bedetermined by the parent Service.

f. Corrections. The use of whiteout or correction tape or a single line through the entireentry and signature by the individual and board chairman for revocation of certification forcause.

g. Delays. Normally, certification will occur within 30 days of the demonstrated proficiencydates.

h. Family Groups. Family groups are explosive devices with similar characteristics asrepresented in paragraph 4.

i. Certification Levels. List the highest certification level applicable. TM, I, TL, and QAare interrelated. For example, an individual certified to the QA level is also qualified andcertified to perform as a TM, I, or TL.

D-C-6


Joint Pub 3-04.1

Intentionally Blank

ANNEX D TO APPENDIX DWEAPONS LOADING, STRIKEDOWN, DOWNLOADING,

AND RECOVERY

D-D-1

D-D-2

Annex D to Appendix D

Joint Pub 3-04.1

WEAPONS LOADING, STRIKEDOWN, DOWNLOADING,AND RECOVERY GUIDE

WEAPON HANGAR RECOVERY 1/

WEAPON LOADSTRIKEDOWNDOWNLOAD UNEXPENDED HUNG

GENERAL PURPOSE BOMBS YES 2/3/

YES 4/ YES 5/ YES 5/

DST YES 3/ YES 4/ YES 5/ YES 5/

CBU-55 FAE NO NO NO NO

2.75 INCH ROCKETS NO NO 6/ YES YES

5.0 INCH ROCKETS NO NO 6/ YES YES

A/C PARACHUTE FLARE (MK-45) NO NO YES YES

A/C PARACHUTE FLARE(LUU-2B/B)

YES 7/ YES 7/ YES 7/ YES 7/

FLARE DISPENSER (LOADEDWITH MK-45)

NO NO YES YES

FLARE DISPENSER (LOADEDWITH LUU-2B/B)

YES 7/ YES 7/ YES 7/ YES 7/

20MM GUNS/GPU-2A YES YES 8/ 9/ YES YES

SIDEWINDER MISSILES NO 10/ YES YES YES

MAVERICK NO 10/ YES YES YES

MK-46 DECOY FLARES NO NO YES YES

TORPEDOES (ALL) YES 3/ YES 4/ YES YES

SUS CHARGE (MK-46) YES YES YES YES

SIDEARM MISSILES NO 4/ YES YES YES

MARINE MARKER YES YES YES YES

PRACTICE BOMBS YES 5/ YES 6/ YES YES

JAU-1B/JAU-22/B YES YES 11/ YES YES

CARTRIDGE TOW MISSILES NO 4/ YES YES YES

AN/ALE-X DISPENSER YES YES YES YES

AIR SHAFT CARTRIDGE NO NO YES YES

HELLFIRE MISSILES NO YES YES YES

.50-CAL MACHINE GUN NO NO YES YES

Figure D-D-1. Weapons Loading, Strikedown, Downloading, and Recovery Guide

D-D-3

Weapons Loading, Strikedown, Downloading, and Recovery

WEAPONS LOADING, STRIKEDOWN, DOWNLOADING,AND RECOVERY GUIDE

WEAPON HANGAR RECOVERY 1/

WEAPON LOADSTRIKEDOWNDOWNLOAD UNEXPENDED HUNG

STINGER MISSILES NO4/ YES YES YES

7.62MM GUNS NO NO YES YES

M118 GRENADE LAUNCHER NO NO YES YES

Notes:

1/ Guidance provided in this Annex is subject to individual tactical manual limitations.2/ No mechanical nose fuzes will be installed on the hangar deck.3/ Ejector cartridges will not be installed on the hangar.4/ In the event of strikedown of a loaded aircraft to the hangar, the nose fuzes (as applicable)and ejector and jettison cartridges will be removed immediately after the aircraft is in spot andtied down.5/ Arming wires and safety clips intact.6/ LHAs with centerline elevators may lower aircraft to the hangar deck only if downloading onthe flight deck will delay the launch. Hangar deck downloading will be performed immediatelyafter the aircraft is in the spot and tied down.7/ Impulse cartridges must be removed from dispensers loaded with LUU-2B/B parachute flares.8/ The GPU-s gun pod is exempt from downloading requirements for up aircraft temporarilyspotted in the hangar and aircraft undergoing limited maintenance, e.g., turnaroundmaintenance, providing compliance with all gun de-arm procedures has been accomplished.9/ Strikedown or download of aircraft with jammed 20mm gun pods is prohibited.10/ Air-launched missiles will not normally be loaded on the hangar deck except whenoperational commitments so dictate. Commanding officers may authorize loading of missiles onthe hangar only up to the point of mechanical attachment of the weapon to the launcher or rackin accordance with the procedures prescribed in the appropriate Loading Checklists.11/ Normally, maintenance will not be conducted on aircraft loaded with weapons; however,routine servicing and minor maintenance that would ready the aircraft for the next launch may beconducted after all weapons are safed to the maximum degree possible.

Figure D-D-1. Weapons Loading, Strikedown, Downloading, and Recovery Guide (cont'd)

D-D-4

Annex D to Appendix D

Joint Pub 3-04.1

Intentionally Blank

ANNEX E TO APPENDIX DMUNITIONS COOKOFF TIME SUMMARY

D-E-1

D-E

-2

Annex E

to Appendix D

Join

t Pu

b 3

-04

.1

BOMB COOKOFF TIME SUMMARY

Major after 4:00 minutes















0 5 10 15

(minutes/seconds)Deflag/Expl/Det

Deflag/Expl/Det

Deflag/Det

Burn/Deflag

Deflag/Det

Deflag/Expl/Det

Deflag/Expl/Det

Deflag

Deflag/Expl/Det

Burn/Deflag

Burn/Deflag/Expl/Det

Deflag/Expl

Deflag/Expl/Det

Deflag/Det

Deflag/Det

3:33

8:52

8:49

3:00

8:45

6:15

1:13

2:00

2:30

6:32

0:30

1:50

2:04

2:32

3:02

Time Reaction Firefighting HazardREMARKS

MK 82 MOD 1 Thermally Protected



Blu-110/8


Rockeye MK 20 MOD 6 Thermally Protected

Rockeye MK 20 MOD 3

FAE CBU-55 CBU-72

APAM CBU-598

Gator CBU-78 8

MK 77 Fire Bomb

MK 81 MOD 1

MK 82 MOD 1

MK 83 MOD 4

MK 84 MOD 2

MINIMUM FAST COOKOFF TIMEBOMB COOKOFF TIME SUMMARY

BOMBS

WARNINGEnsure that AFFF iscontinuously applied to allweapons exposed to fire. Waterhose lines should not be usedfor ordnance cooling until afterthe fire is extinguished. The useof water for ordnance coolingmay delay extinguishment bydiluting or washing away theAFFF blanket. Postfire ordnancecooling (AFFF or water) shallcontinue for a minimum of 15minutes to allow the weaponscases to return to safe ambienttemperatures. Post aircraft fireoverhauls/salvage events shallnot begin until all weapons havebeen determined safe orremoved by explosive ordnance

WARNINGWeapons with submunitions(i.e. Rockeye, Gator,Tomahawk BGM-109D, andAPAM), when exposed to fire,disburse unreactedbomblets/mines to distancesgreater than 1/4 mile. Loosebomblets/mines may be armedand are extremely dangerousand should be disposed of byEOD personnel only.

Figure D-E-1. Bomb Cookoff Time Summary

D-E

-3

Munitions C

ookoff Tim

e Sum

mary

AIR-LAUNCHED MISSILE COOKOFF TIME SUMMARY


Minor after 3:00 minutes


Minor after 3:00 minutesMajor if MK 38 MOD 1Booster UsedMajor After 40 Sec.

Major After 2:00 Min.

Minor After 2:00 Min.








0 1 2 3 4 5 6

(minutes/seconds)

Burn/Deflag/Det

Burn

Burn/Deflag

Burn

Deflag/Expl

Deflag/Expl

Burn

Deflag/Expl

Deflag/Expl

Deflag/Burn

Propulsion

Burn

Deflag/Burn

Deflag/Burn

7:22

3:00

2:08

2:09

0:43

2:00

2:09

0:51

5:16

1:58

1:13

2:54

1:37

5:03


MINIMUM FAST COOKOFF TIME

Motor

Warhead

Motor

Warhead

Motor (All)

Warhead (H)

Warhead (L-M)

Motor

Warhead

Warhead

Launch Motor

Warhead

Motor

Warhead

AIR-LAUNCHED MISSILE COOKOFFTIME SUMMARY

SYSTEM

PHOENIX (AIM-54A)

SPARROW (AIM-7F-M)

SIDEWINDER (AIM-9HL-M)

HARM (AIM-88A)

HARPOON (AGM-84A)

PENGUIN (AGM-119B)

WARNINGS AS INFIGURE D-E-1

TOW (BGM-71A)

Figure D-E-2. Air-Launched Missile Cookoff Time Summary

D-E

-4

Annex E

to Appendix D

Join

t Pu

b 3

-04

.1

ROCKET COOKOFF TIME SUMMARY

0 1 2 3 4 5 6 7 8 9 10

(minutes/seconds)

1:50 Deflag/Expl./Det. Major After 1:45 Min.

6:13 Deflag/Expl./Det. Major After 9:00 Min.

2:30 Expl./Detonation Major After 2:00 Min.


5-inch rocket in LAU-10AA, BA, CA launcher

5-inch rockets in LAU-10D A thermally protected launcher

2 /5-inch rockets in LAU-68or LAU-69 launcher

MINIMUM FAST COOKOFF TIMEROCKET'S COOKOFFTIME SUMMARY

WARNING

Ensure that AFFF is continuously applied to all weapons exposed to fires. Water hose lines should not be used forordnance cooling; may delay extinguishment by diluting or washing away the AFFF blanket. Postfire ordnance cooling(AFFF or water) shall continue for a minimum of 15 minutes to allow the weapons cases to return to safe ambienttemperatures. Post aircraft fire overhaul and/or salvage events shall not begin until all weapons have been determinedsafe or removed by explosive ordnance disposal personnel.

SYSTEM

Figure D-E-3. Rocket Cookoff Time Summary

ANNEX F TO APPENDIX DHELICOPTER WEAPONS CONFIGURATION - BY SERVICE

D-F-1

US MARINE CORPS

WEAPON AIRCRAFT

TOW MISSILES AH-1W

HELLFIRE MISSILES AH-1W

SIDEWINDER MISSILES AH-1W

SIDEARM MISSILES PRELIMINARY AH-1W

2.75-INCH ROCKETS AH-1W/UH-1N

5.00-INCH ROCKETS AH-1W

SUU-25F/A FLARE DISPENSER AH-1W

SUU-44/A FLARE DISPENSER AH-1W

PRACTICE BOMBS (MK-76, BDU-33, AH-1WMK-106, BDU-48)

M197 20MM TURRET AH-1W

ALE-39 CHAFF/DECOY FLARE AH-1W/UH-1N/DISPENSER CH-46/CH-53

GAU-17 7.62MM MINI-GUN UH-1N

M60 7.62MM MACHINE GUN UH-1N

GAU-16 .50-CAL MACHINE GUN UH-1N

XM-218 .50-CAL MACHINE GUN CH-46/CH-53/UH-1N

Figure D-F-1. US Marine Corps Helicopter Weapons Configuration

D-F-2

Annex F to Appendix D

Joint Pub 3-04.1

US ARMY

WEAPON AIRCRAFT

M-130 FLARE/CHAFF AH-1/AH-64/CH-47/EH-60/UH-1/UH-60/MH-60L/H (USA-SOF)MH-47D/E (USA-SOF)

M-60 7.62 MACHINE GUN UH-1/UH-60/CH-47

STINGER MISSILES AH-1/AH-64/CH-47/MH-60L(DAP) (USA-SOF)/UH-60/OH-58C/OH-58D

2.75-INCH ROCKETS OH-58D/AH-1/AH-64/AH-6/MH-60L(DAP) (USA SOF)

HELLFIRE MISSILES OH-58D/AH-64/AH-6/MH-60L(DAP) (USA SOF)

.50-CAL MACHINE GUN OH-58D/AH-6/MH-60L(DAP) (USA SOF)

TOW MISSILES AH-1

7.62 TURRET AH-1S

2OMM TURRET AH-1E/AH-1F

40MM GRENADE LAUNCHER AH-1

3OMM RAPID FIRE CHAIN GUN AH-64/MH-60(DAP) (USA-SOF)

7.62 MINI GUN AH-6/MH-60 A/LMH-60K (USA-SOF)MH-47D/E (USA-SOF)

Figure D-F-2. US Army Helicopter Weapons Configuration

D-F-3

Helicopter Weapons Configuration — By Service

US AIR FORCE

WEAPON AIRCRAFT

M-60 7.62 MACHINE GUN M/HH-60G (USAF-RESCUE & SOF)

M-130 FLARE DISPENSER M/HH-60G (USAF-RESCUE & SOF)

2.75-INCH ROCKETS HH-60G (USAF-RESCUE & SOF)

.50-CAL MACHINE GUN MH-53J (USAF-SOF)MH-6OG (USAF-SOF)

7.62 MINI GUN (GUA-2B) MH-53J (USAF-SOF)M/HH-60G (USAF-RESCUE & SOF)

AN/ALE-40 DECOY CHAFF/FLARE HH-60G (USAF-RESCUE & SOF)DISPENSER MH-53J (USAF-SOF)

US NAVY

WEAPON AIRCRAFT

M60 7.62MM MACHINE GUN HH-60/SH-60B/MH-53/SH-2/SH-3/UH-1N/H-46D

.50-CAL MACHINE GUN MH-53/UH-1N

ALE-39 CHAFF/DECOY FLARE DISPENSER HH-60/SH-60B/MH-53/SH-2/SH-3

M-130 FLARE/CHAFF HH-60/SH-6OB/MH-53/SH-2/SH-3

MK-46/50 SH-60B/SH-60F/SH-2/SH-3

2.76 ROCKETS UH-1N

HELLFIRE MISSILES (AGM-114) SH-60B/HH-60H

PENGUIN MISSILES (AGM-119) SH-60B

50 Cal. (GAU 16) SH-60B/HH-60H

Figure D-F-3. US Air Force Helicopter Weapons Configuration

Figure D-F-4. US Navy Helicopter Weapons Configuration

D-F-4

Annex F to Appendix D

Joint Pub 3-04.1

Intentionally Blank

APPENDIX EFLIGHT DECK CLOTHING COLOR CODING

E-1

PERSONNEL HELMET 1/ JERSEY SYMBOLS 2/

Aircraft Handling Blue Blue Crew NumberCrew and Chockmen

Aircraft Handling Yellow Yellow Billet TitleOfficers, CPO, LPO

Elevator Operators White Blue E

LSE (Crew Directors) Yellow Yellow Crew Number

Maintenance Crews Green Green Black Stripe andSquadron Designator

Medical White White Red Cross

Messengers and White Blue TTelephone Talkers

Photographers Green Green P

Plane Captains Brown Brown Squadron Designator

Ordnance Red Red Black Stripe andSquadron Designator/ship’s billet title

Crash and Salvage Red Red Crash/SalvageCrews

Tractor Driver Blue Blue Tractor

Maintenance Crews Green Green Black Stripe broken byabbreviationof specialty (that is, P/P(Power Plants)

Aviation Fuel Crew Purple Purple F

Aviation Fuel Officer Purple Purple Fuel Officer

Combat Cargo White White Combat Cargo

Safety Observer White White Green Cross

1/ Combination cranial.

2/ USCG flight deck clothing does not include symbols.

Figure E-1. Flight Deck Clothing Color Coding

E-2

Appendix E

Joint Pub 3-04.1

Intentionally Blank

APPENDIX FAIRCRAFT HANDLING SIGNALS

F-1

WARNING


F-2

Appendix F

Joint Pub 3-04.1

AIRCRAFT HANDLING SIGNALS

Right or left armdown, other armmoved across thebody and extendedto indicate directionto next marshaler

Same as day, exceptwith wands

Conforms toInternational CivilAviation Organizationsignal

Arms above head invertical position withpalms facing inward



Arms down withpalms toward ground,then moved up anddown several times


Hand raised, thumbup.



Arms held out, handbelow waist level,thumb turneddownward.


SIGNAL DAY NIGHT REMARKS


Affirmative(All clear)

Negative(Not clear)

Proceed to NextMarshaler

This Way

Slow Down

Figure F-1. Aircraft Handling Signals

F-3

Aircraft Handling Signals


Arms extended from bodyand held horizontal toshoulders with handsupraised and above eyelevel, palms facingbackward. Executebeckoning arm motionangled backward. Rapidityindicates speed desired ofaircraft



Point right armdownward, left arm isrepeatedly movedupward and backward.Speed of armmovement indicatesrate of turn


Point left armdownward, right handrepeatedly movedupward and backward.Speed of armmovement indicatesrate of turn



Stop

Turn to Left

Also used for spotturn for airborneaircraft. Conforms toInternational CivilAviation Organizationsignal

Turn to Right

Also used for spotturn for airborneaircraft. Conforms toInternational CivilAviation Organizationsignal

Move Ahead

Brakes (On/Off)

Arms crossed abovethe head, palmsfacing forward


"ON" - Arms abovehead, open palms andfingers raised withpalms toward aircraft,then fist closed.

"OFF" - Reverse ofabove

"ON" - Arms abovehead then wandscrossed

"OFF" - Crossedwands, then uncrossed

Signal is Mandatory

Figure F-1. Aircraft Handling Signals (cont’d)

F-4

Appendix F

Joint Pub 3-04.1


Arms down, fistsclosed, thumbsextended outward,swing arms outward


With arms above head,the right hand claspsleft forearm and the leftfist is clenched

Similar to the daysignal except the rightwand is placed againstleft forearm. The wandin the left hand is heldvertical

With arms and hands in"INSTALL DOWNLOCKS" position, theright hand unclasps theleft forearm

Similar to day, exceptwith wands

Left hand raisedvertically overhead,palm toward aircraft.The other handindicates to personnelconcerned andgestures towardaircraft


Arms down, fistsclosed, thumbsextended inward,swing arms fromextended positioninward



Remove Chocks

Insert Chocks

Personnel Approachingthe Aircraft

Install Down Locks/Undercarriage Pins

Remove Down Locks/




F-5




Left hand overhead withappropriate number offingers extended, toindicate the number ofthe engine to bestarted, and circularmotion of right hand athead level

Similar to day, exceptthat the wand in theleft hand will beflashed to indicate theengine to be started

Arms down with palmstoward ground, theneither right or left armwaved up and downindicating that left orright side engines,respectively should beslowed down


Either arm and handlevel with shoulder,hand moving acrossthroat, palm downward.The hand is movedsideways with the armremaining bent


Hands above head, leftfist partially clenched,right hand moved indirection of left hand withfirst two fingers (onefinger for SINS) extendedand inserted into circlemade by fingers of the lefthand




Start Engines

Disconnect GroundElectrical Power

Connect GroundElectrical Power

Supply/SINS

Slow Down Engines OnIndicated Side


Hands above head, leftfist partially clenched,right hand moved awayfrom left handwithdrawing first twofingers (one finger forSINS) from circle madeby fingers of the left hand

Cut Engines



F-6

Appendix F

Joint Pub 3-04.1


Arms straight out atsides, then sweptforward and huggedaround shoulders

Hit right elbow withpalm of left hand

Similar to day, exceptwith wands

Hands togetheroverhead, opened fromthe wrists in a "V", thenclosed suddenly




Fold Wings/Helicopter Blades

Unlock Tail Wheel

Lock Tail Wheel

Hands overhead, palmstogether, then handsopened from the wrists toform a "V", wristsremaining together


Arms hugged aroundshoulders, then sweptstraight out to the sides


Spread Wings/Helicopter Blades

DAY NIGHT

Lock Wings/

DAY NIGHT


F-7




Director conceals lefthand and makescircular motion of righthand over head inhorizontal plane endingin a throwing motion ofarm toward direction oftakeoff


Describes a large figureeight with one hand andpoints to fire area withthe other hand


Point to nose with indexfinger while indicatingdirection of turn withother index finger


Body bent forward atthe waist, hands heldwith fingertips touchingin front of body andelbows bent atapproximately 45degrees, then armsswing downward andoutward




Takeoff

Close Weapon Bay(s),Door(s)

Open Weapon Bay(s),Door(s)

Engine Fire

Engage Nose GearSteering

Signal is meant forinformation only. Pilotshould be given a"CUT ENGINE" orcontinuous"TURNUP" signal, asappropriate

Body bent forward at thewaist and arms extendedhorizontally, then armsswing downward and inuntil fingertips touch infront of the body withelbows bent atapproximately 45 degrees

F-8

Appendix F

Joint Pub 3-04.1


Swings arms apart,thumbs extendedoutward

Using hand held lightor flashlight, giveson/off signals at onesecond intervals

To tiedown crew: Makeswiping motion down leftarm with right hand


Swings arms together,thumbs extendedinward. In single pilotedaircraft, pilot may swingone arm alternatelyfrom each side, thumbextended inward

Moves hand held lightor flashlight at eye levelin a horizontal planealternately inward fromeach side

Point to nose with indexfinger, lateral wave withopen palm of other handat shoulder height




Remove Tiedowns(Director)

Disengage Nose GearSteering

Hold nose with lefthand, right hand movinghorizontally at waistlevel.a. Affirmative signalimmediately following means:MAN IS TENDING BARb. A negative signalimmediately following means:NO ONE IS TENDING BAR

Tiller Bar/Steering Armin Place

Remove Chocks and/orTiedowns (pilot)

Insert Chock and/orInstall Tiedowns (pilot)


F-9




Moves forefinger in acircular motion in viewof director to indicatethat he is ready to runup engines

Makes circular motionwith hand-held light

Makes rapid fanningmotion with one hand infront of face and pointsto wheel with otherhand


Points to eyes with twofingers to signal "lightson"

Flashing wands

To tiedown crew:Rotates hands in acircle perpendicular toand in front of his body




Hot Brakes

Install Tiedowns(Director)

Same signal as"INSTALLTIEDOWNS", followedby "thumbs up"

Tiedowns In Place(Director)

Engine Run Up (Pilot)

Lights (On/Off)

Director respondswith same signal(wand at night) toindicate "clear to runup"

When lights arealready on, samesignal is used to signal"lights off."

F-10

Appendix F

Joint Pub 3-04.1


Makes "throat cutting"action with left hand;moves right hand inhorizontal circle, indexand middle fingerspointing downward


Extend arms sidewaysfrom body and parallelto deck; then movethem up and down


Left arm raised aboveshoulder with number offingers extended toindicate affectedengine; right handdescribes pendulummotion between waistand knees

Similar to day signalexcept that wand in lefthand will be flashed toindicate the number ofthe affected engine

Hold one hand open,motionless and highabove head, with palmforward




Need EOD Personnel

I Have Command

Points to power unitexhaust with left handindex finger; movesright hand in horizontalcircle, index andmiddle finger pointingdownward.

Start Aircraft AuxiliaryPower Unit

Stop Aircraft AuxiliaryPower Unit

Fuel Discharge During Start

Signal is forinformation only; pilotshould be given "CUTENGINE" orcontinuous "TURNUP"signal as appropriate


F-11




Arms extendedhorizontally sideways,palms downward

Same as day exceptwith wands

Arms extendedhorizontally sidwaysbeckoning downwards,with palms turned down.Speed of movementindicates rate ofdescent


Right arm extendedhorizontally sideways indirection of movementand other arm swungover the head in samedirection, in a repeatingmovement


Marshaler stands with armsraised vertically above headand facing toward the pointwhere the aircraft is to land.The arms are loweredrepeatedly from a vertical toa horizontal position,stopping finally in thehorizontal position




Move Downward

Landing Direction

Arms extendedhorizontally sidewaysbeckoning upwards,with palms turned up.Speed of movementindicates rate ofascent

Move Upward

Hover

Move to Left




F-12

Appendix F

Joint Pub 3-04.1


Waving of arms overthe head

Same as day exceptwith wands

Arms crossed andextended downwards infront of the body


When rotor starts to"run down" marshalerstands with both handsraised above head, fistsclosed, thumbs pointingout


Left arm extendedhorizontally sidewaysin direction ofmovement and otherarm swung over thehead in samedirection, in arepeating movement




Land

When aircraftapproaches directorwith landing gearretracted, marshalergives signal by sideview of a crankingcircular motion of thehands

Lower Wheels

Waveoff

Droop Stops Out


Move to Right

Signal is Mandatory


F-13




Circular motion inhorizontal plane withright hand above head


Rope climbing motionwith hands


Left arm extendedforward horizontally, fistclenched, right handmaking horizontalslicing movement belowthe left fist, palmdownward


When droop stops goin, marshaler turnsthumbs inward




Hook Up Load

Left hand above head,right hand pointing toindividual boots forremoval

Remove BladeTiedowns

Engage Rotor(s)

Release Load

Droop Stops In

F-14

Appendix F

Joint Pub 3-04.1


Left arm horizontal infront of body, fistclenched, right handwith palm turneddownwards makingdownward motion


A signal similar to"RELEASE LOAD"except that the righthand has the palmdownward and notclenched. Rapidrepetition of right handmovement indicatesurgency


Bend elbow acrosschest, palm downward.Extend arm outward tohorizontal position,keeping palm open andfacing down


Bend left armhorizontally acrosschest with fistclenched, palmdownward; open righthand pointed upvertically to center ofleft fist




Cut Cable

Left arm horizontal infront of body, fistclenched, right handwith palm turnedupwards makingupward motion

Winch Up

Winch Down

Spread Pylon

Load Has Not BeenReleased


F-15




Helicopter crewmembermakes circular motionwith right hand

Helicoptercrewmember makescircular motion withRED lens flashlight

Ship's fuel crewmemberholds GREEN devicevertically over REDdevice

Ship's fuelcrewmember holdsGREEN wandvertically over REDwand

Helicopter crewmembermakes horizontalcutting motion of righthand across throat

Helicoptercrewmember makeshorizontal motion withRED lens flashlight

Extend right armhorizontally, palmdownward. Bend armkeeping palm down


Same as day, exceptuse RED lensflashlight


Am Pumping Fuel

Helicoptercrewmember bringsthumb to mouth as ifdrinking from a glass

I Desire HIFR/Fuel

Commence Fueling

Cease Fueling

Fold Pylon

F-16

Appendix F

Joint Pub 3-04.1


Landing signalenlisted/Director makes"WAVE OFF" signal

Landing signalenlisted/Directormakes "WAVE OFF"signal with wands

Moves hand in a circleperpendicular to thedeck; follows with a"thumbs up" signal.Signify by number offingers engine to bestarted

Turns on flashlight ormovable light andmoves it in a circleperpendicular to thedeck

Moves hand inhorizontal circle at eyelevel, index fingerextended. Aircraft lights"flashing bright."

Same as day exceptholds RED light inhand. Aircraft lights"flashing dim."

Ship's fuelcrewmember holdsRED device overGREEN device

Ship's fuelcrewmember holdRED wand verticallyover GREEN wand

Helicoptercrewmember makesvertical motion withRED lens flashlight


Ready to Start Engine(Pilot)

Helicoptercrewmember makesvertical motion of hand

Desire To Move OverDeck And Return Hose

Execute EmergencyBreakaway

Ready to EngageRotors (Pilot)

Signal is mandatory

The air officer shallsignal authority tostart engines byilluminating a REDrotating beacon

At night, aircraftlights should be on"flashing dim" untilaircraft is declaredup and ready fortakeoff by the pilot

Have CeasedPumping Fuel


F-17



Faces Pri-Fly: Holdsright thumb up at eyelevel; holds left fist ateye level

Signal not required.Pilot's "steady dim"indicates readiness toPri-Fly

To tiedown crew: Makeswiping motion down leftarm with right hand

Same as day, exceptholds AMBER wands

Stands in full view ofpilot and LSE and holdstiedown and chocksextended to side

Same as day, exceptilluminates tiedownwith AMBER flashlight

Faces Pri-Fly: Holdsleft fist above head;gives circular motionof right hand abovehead, index fingerextended

Rotates one wand atchest level; holdsother wand abovehead

Places running andformation lights on"steady dim." May give"thumbs up" signal byturning on flashlight orother moveable lightsand moving it up anddown


Remove Tiedowns(LSE)

Gives "thumbs up"signal at eye level.Aircraft lights "steadybright."

Ready for Takeoff(Pilot)

Ready for Takeoff (LSE)

Tiedowns Removed(Deck Crew)

The air officer shallsignal authority forlaunch of helicoptersby illuminating aGREEN rotatingbeacon

Ready to EngageRotors (LSE)

The air officer shallsignal authority toengage rotors byilluminating a YELLOWrotating beacon


F-18

Appendix F

Joint Pub 3-04.1


Arms extended, makesshort up and downchopping action,alternating hands

Same as day, exceptwith AMBER wands

Use standard fixed-wingaircraft turn signal,pointing with hand towheel to be pivoted andgiving "come-on" withother hand


Makes clenched fists ateye level

Hold crossed wands(any color) overhead

To tiedown crew:Rotates hands in acircle perpendicular toand in front of his body




Install Tiedowns (LSE)

Holds left fist abovehead; makes throatcutting action wtihright hand

Disengage Rotors (LSE)

Hook Not Down/Up

Hold Position

Signal is mandatory

Give "HOLD" signalas soon as firsttiedown is attached

Give "HOLD" signal assoon as first tiedown isattached. The airofficer shall signalauthority to disengagerotors by illuminating aYELLOW rotatingbeacon

Turn Left/Right


F-19



Director Pilot

SIGNAL FROM TO EXECUTION

Tiller Bar in Place

Tiller Bar Removed

Wing Rider

Lower Safety Stanchion

Day:

Night:

Touch end of nosewith forefinger. Then give"thumbs up" signal withsame hand.

Touch end of nosewith wand. Then give "up"signal with same wand

Raise Safety Stanchion

Day

Night

Day

Night

Director Pilot Day:

Night:

Touch end of nose withforefinger. Then, sweep armdownward in direction ofaircraft movement

Touch end of nosewith wand. Then, sweepwand downward in directionof aircraft movement

Director Deck Crew, Pilot Day:

Night:

Position forearmsflat against each other infront of andperpendicular to body

Same as day,except with wands

Elevator Safety PettyOfficer/Director

Elevator Operator Day:

Night:

Raise both indexfingers extended upwardchest level, in closetogether, near body

Raise both wandspointed upward atshoulder level, closetogether, and near body



Night:

Lower both indexfingers, extendeddownward, chest level,close together, and nearbody

Lower both wandspointed downward at waistlevel, in close together,and near body


F-20

Appendix F

Joint Pub 3-04.1


RED bandedwands overheadwith tips touching

Pilot/Copilot/NFO:Check allarmamentswitches OFF orSAFE


Elevator Operator

SIGNAL FROM TO EXECUTION

Raise Elevator

Lower Elevator

Raise Safety Stanchion

Day:

Night:

Fully extend botharms with index fingerpointing upward

Fully extend botharms with wands pointingupward

Day

Day

Night

Day

Night



Night:

Fully extend botharms with index fingerpointing downward

Fully extend botharms with wands pointingdownward

NIGHT MEANING RESPONSESIGNAL: DAY

Pilot/Copilot/NFO: Raiseboth hands into view ofarming supervisor afterchecking switch positions.(Hands remain in view duringcheck and hookup)

Same as day butwith RED bandedwands

Arming Crew:Perform strayvoltage checks

Arming Crew:

Night:

Give "thumbs up"to arming supervisor if no strayvoltage exists. "Thumbs down"indicates stray voltage problems.

Vertical sweep withflashlight indicates no strayvoltage. Horizontal sweepindicates stray voltage

Stray Voltage Check

Night


F-21



(a) Vertical sweepwith RED handedwand

(b) Horizontalsweep with REDbanded wand

Pilot:(a) Aircraft armedand all personneland equipmentclear

(b) Aircraft downfor weapons

Arming Signal

Missile Check

Armed and Clear

SIGNAL: DAY NIGHT MEANING RESPONSE

Pilot:(a) Acknowledge with similarsignal

(b) Acknowledge with similarsignal

Crossed standardRED wands heldoverhead

Suspend allarming/safetyoperations onaircraft

Suspend arming and awaitfurther instructions

Suspend All Arming

Form a tee withRED bandedwands

Arming Crew: Armweapons (asapplicable)

Arming Crew:

Night:

Give armingsupervisor "thumbs up" whenarming completed and clearimmediate area. "Thumbs down"if malfunction exists.

Vertical sweep withflashlight indicates armingcompleted. Horizontal sweepindicates malfunction

Same as day. Tipsof RED bandedwands touchingsound attenuators

Arming Crew:Perform missilecheck

Pilot:

Night:

Give arming supervisor"thumbs up" if tone is heard."Thumbs down" if no tone

Same as signal 3 above

Remove Safety Pins

Touch tips of REDbanded wands infront of body. Thenmove one wandlaterally in asweeping motion

Arming Crew:Remove bombrack/pylon safetypins

Arming Crew:

Night:

Shows pins toarming supervisor and clearimmediate area

Same as signal 3 above

Arming Supervisor:Raise fist, extendedupward to meethorizontal palm of otherhand

Arming Supervisor:Raise both hands withfingers pointing tosound attenuators

Arming Supervisor:Insert finger of onehand into clenched fistof other and giveextracting motion

Arming Supervisor:Give pilot(a) Thumbs up

(b) Thumbs down


F-22

Appendix F

Joint Pub 3-04.1


SafingSignal

SIGNAL NIGHT MEANING RESPONSE

RED bandedwands overheadwith tips touching

Pilot/Copilot/NFO:Check allarmamentswitches OFF orSAFE

Pilot/Copilot/NFO: Raise bothhands into view of safingsupervisor after checkingswitch position. (Hands remainin view during safing)

Safing Supervisor: Handsoverhead with fingertipstouching

Top Off

Pat top of head

Fuel Status

Movement of thumb tomouth for requesting fuel

on board

Probe Out

Arm across chest, then extendout horizontally

Probe In

Arm extended out horizontally,then brought in to cross chest

Close Dump Valve

Point finger at elbow

Cut Fuel

Fingers point at throat,moving hand sideways

For Hundreds of Pounds

Clenched FistFollowed By...

100 200 300 400 500

600 800

700 900

For EvenThousandsof Pounds

For Loads That Do Not FallOn Even Thousands OfPounds, Example:1500 pounds

1000 2000 3000 4000 5000

6000 8000

7000 9000

1000pounds

Followedby 500pounds

Example: 7400 pounds

7000pounds

Followedby 400pounds

For Loads Of Ten Thousands Of Pounds And OverExample:12,000 pounds

10,000 pounds

Followedby

2000 lbs.

Followedby clenched

fist10,000pounds

Followedby

2000 lbs.

Followedby

500 lbs

Example: 12,500 pounds

Double finger (a vertical signal followed by a horizontal one) followed by a clenched fist for exact thousands, or a third finger signal for hundreds

Double finger (a vertical signal followed by a horizontal one)

REFUELING AND FUEL QUANTITY SIGNALS


APPENDIX GBREVITY CODES

G-1

ABORT. Cancel mission or I am unable to continue mission.

ALERT _____. Weapons to be launched, fired, or to be airborne within _________ minutes.

ALPS. Estimated time of arrival at station.

ANGELS ______. Height of friendly aircraft in thousands of feet or fly (am flying at) heightindicated in thousands of feet, angels TEN (10,000 feet). If other than whole thousands offeet are required, hundreds will be expressed as tenths of one thousand feet separated by theword point, e.g., ANGELS TWO POINT FIVE (2,500 feet), ANGELS POINT NINE (900feet).

ARMAMENT (SAFE/HOT). Select armament (SAFE/HOT) or armament is (SAFE/HOT).

_____ AWAY. Weapon indicated has been fired or released.

BALLBAT. Executive order to attack within limits.

BEADWINDOW. Your last transmission disclosed an essential element of friendlyinformation (EEFI). The number that follows, taken from the EEFI list in force (see ACP125), identifies the nature of the disclosure.

BENT. Equipment indicated is inoperative. Canceled by OKAY.

BINGO. Proceed/Am proceeding to alternate or specified field or carrier.

BIRD. Surface-to-air missile.

BOGEY. An air contact that is unidentified and assumed to be enemy.

BOWWAVE:

B—Below or Base of cloud in thousands of feet. If below one thousand feet, use hundredsof feet but ADD THE WORD “HUNDRED.”

O—Over or top of cloud layer in thousands of feet. If unknown use word “unknown.”

Note: If there is more than one cloud layer, report the base and top of the lower formation,followed by the base and top of progressively higher layers (e.g., “two, twelve, seventeen,twenty-five”).

W—Wind (8 points, N, NE, E, S, SW, W, NW) plus the velocity in knots. When wind ismissing, omit or use the word “unknown.”

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Appendix G

Joint Pub 3-04.1

W—Weather. General description of weather in plain language; such as clear; partly cloudy;cloudy; overcast; light, moderate, or heavy rain; mist; haze; thunderstorm; and distantlightning. Amplification of the weather should be made at the end of the report under “E.”

A—Amount of clouds in tenths.

V—Visibility in miles. Use a fraction if less than 1 mile.

E—Extra phenomena of significance such as turbulence, icing, heavy sea or swell, anddescription of front. This is an elaboration of the report that includes anything of interestin plain and concise language.

BREAKAWAY _____. Magnetic course to fly after attack or completion of intercept is(three-digit group).

BROWNIE. Photographic devices.

BRUISER. Air-to-surface missile.

BULLDOG. Surface-to-surface missile.

BULLY. Concentrate attack on enemy target.

BUSTER. Fly at maximum continuous speed (power).

CANARY. “I” Band transponder.

CANDLE. Night illumination device.

CAP. Combat air patrol.

CERTSUB. Contact classified as certain submarine.

CHARLIE. Clearance to land; a numbered suffix indicates time delay in minutes beforelanding may be expected.

CHAMP. Carrier-based antisubmarine warfare (ASW) fixed-wing aircraft capable of searchand attack.

CHATTER. Communications jamming.

CHERUBS. Aircraft altitude in hundreds of feet.

CHICKS. Friendly fighter aircraft.

CIPHER. UHF/HF voice encrypt or decrypt device.

G-3

Brevity Codes

CLAM. Cease all or indicated electromagnetic and/or acoustice missions in accordance withnational instructions and exercise orders. Potential intelligence collector(s) in area (estimatedduration of CLAM hours).

CONTACT. Contact of interest.

COWBOY(S). Ship(s) of search attack group.

DART. Aircraft rocket.

DATUM. Last known position of a submarine or suspected submarine after contact has beenlost. Can also be used when referring to any target of interest’s last known position on theocean’s surface, e.g., survivor, missile, mine, vessels.

DECK CLEAR. Deck is now ready to resume launching and landing operations.

DECK FOUL. Unable to launch or land aircraft (followed by a numeral to indicate minutesanticipated before ready to resume operations).

DELTA (_____). (_____) Hold and conserve fuel at altitude and position indicated.

DIP BOSS. ASW helicopter flight leader.

DITCHING. The forced alighting of an aircraft on water.

DIVERT. Proceed to alternate mission.

DROP POINT. Position of weapons release.

EMERGENCY STREAMER. Helicopter in forward flight effecting in-flight recovery of upto 450 feet of sonar cable.

FAMISHED. Have you any instructions or information for me?

FATHER. TACAN.

FEET DRY. I am, or contact indicated is, over dry land.

FEET WET. I am, or contact indicated is, over water.

FOX. Air-to-air missile.

FREDDIE. Controlling unit for aircraft.

FREELANCE. Advisory control of aircraft is being employed or operated under advisorycontrol.

G-4

Appendix G

Joint Pub 3-04.1

FREEZE. Executive order to designated helicopter(s) to remain hovering in present position(canceled only by MELT).

GADGET. Radar or emitter equipment (type of equipment may be indicated by a letter aslisted in OPORD or appropriate publication).

GASMAN. Oil tanker.

GINGERBREAD. Voice imitative deception is suspected on this net.

HEADS UP. Enemy got through (part or all). Trouble headed your way. (May be followedby amplification as to type of threat: BOGIES, BIRD).

HEY RUBE. Need support. Come to my assistance.

HIGH DRINK. Helicopter in flight refueling from a surface vessel.

HIGHWAY. Search _______ degrees from _______ (reference point).

HOLDING HANDS. Aircraft are joined or in close formation.

HOMEPLATE. Home airfield or home carrier.

HOOKER. Fishing or other small craft.

HORNET. Floating or drifting mine.

IN THE DARK. Not visible on my scope and any position information is estimated.

INDIANS. Ships of a surface action group.

INTRUDER. Unknown warship.

JUDY. Have visual on the contact.

KINGPIN. Reference point or sonobuoy estimated for reporting the position.

LIFEGUARD. Submarine or surface ship designated for SAR operations or a submarine orsurface ship stationed geographically for precautionary SAR assistance. Also, the name ofthe unit designated to recover a man overboard for vessels conducting alongside operations.

LOST TRACK. Previous contact lost, provide target information.

MARSHAL. Enter holding at specific point.

MAYDAY. The international radio telephone distress signal that indicates that a ship, aircraft,or other vehicle is threatened by grave and imminent danger and requests immediate assistance.

G-5

Brevity Codes

MEATBALL. Pilot has landing aid source light image.

MELT. Informs helicopters that their movements are no longer restricted by FREEZE order.

MOTHER. Parent ship.

MULE. Ocean tugboat.

MUSIC. Electronic jamming (hostile, unknown, or friendly).

NANCY. Infrared equipment.

NOCAN. Unable to comply.

NOJOY. I’ve been unsuccessful or have no info.

ON TOP. I am over the datum, target, objective, or position indicated.

ORANGES SOUR. Weather is unsuitable for aircraft mission.

ORANGES SWEET. Weather is suitable for aircraft mission.

PAN. The international radiotelephone urgency signal meaning the calling station has a veryurgent message to transmit concerning the safety of a ship, aircraft, or other vehicle or thesafety of a person.

PANCAKE. Land, or I wish to land (reason may be specified, e.g., PANCAKE AMMO,PANCAKE FUEL).

PANTHER. Enemy nuclear submarine.

PARROT. A military IFF transponder.

PEDRO. USN rescue helicopter.

PELICAN. ASW long-range patrol aircraft capable of both search and attack.

PIGEONS ____. The magnetic bearing and distance of HOMEPLATE (or unit from you is_____ degrees _____ miles).

PIRATE. Fast-moving surface radar contact, unidentified but assumed hostile.

PLAYMATE. Friendly ship, submarine, or aircraft with which I am operating.

__ POGO __. Switch to communications channel number preceding POGO. If unable toestablish communications, switch to channel number following POGO. If no channel numberfollows POGO, return to this channel.

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Appendix G

Joint Pub 3-04.1

POPEYE. In clouds or area of reduced visibility.

PREP CHARLIE. Carrier(s) addressed land aircraft when ready. (Relay to aircraft whenready).

PREVIEW. Advisory control of aircraft is being employed or operate under advisory control.The assault craft unit requires notice from the aircraft of changes in heading, speed, andaltitude.

PRONTO. As quickly as possible.

RAT. Enemy fighter.

RATFINK. Enemy bomber.

RECCO. Aircraft search units.

RED. Attack by enemy aircraft or missile is imminent.

RESCAP. Rescue combat air patrol; provides protection to rescue vehicles from hostileforces during all phases of SAR.

SAUNTER. Fly at best endurance.

SCAN. Search sector indicated and report any contacts.

SCRAM-(DIRECTION). Friendly unit is in immediate danger, withdraw or clear in thedirection indicated for safety.

SEE ME/YOU. Visual sighting of ship or aircraft.

SKIP IT. Do not attack, cease attack, cease interception.

SKUNK. A surface contact that is unidentified but assumed to be enemy.

SLY. Enemy patrol boat.

SNEAKER. SIGINT-configured nonfriendly vessel.

SOLO. Aircraft proceed on independent operations.

SOUR. Equipment indicated is not operating efficiently.

SPRITE. LAMPS aircraft.

STATE. Fuel state in hours and minutes.

STEER _____. Set magnetic heading indicated to reach me (or_____).

G-7

Brevity Codes

STRANGER. An unidentified contact not associated with action in progress. (Bearing,range, and altitude relative to you).

STRANGLE. Switch off equipment indicated.

SWEET. Equipment indicated is operating efficiently.

TAKE WITH. Engage target (indicated) with weapon (indicated).

TALLY HO. Target visually sighted.

TRACKING ____ SPEED ____. By my evaluation, contact is steering true course and atspeed indicated.

TROUT. Fishing trawler.

VAMPIRE. Hostile missile. (Amplifying information should follow as available.)

VAT “B.” Short weather report giving:

V—Visibility in miles.

A—Amount of clouds in tenths.

T—Height of cloud top in thousands of feet.

B—Height of cloud base in thousands of feet.

VECTAC. Vectored attack. (Ordered by “Executive RADAR VECTAC” or “EXECUTEINFORMATIVE VECTAC.”)

VECTOR ____. Alter heading to magnetic or true heading indicated. Heading indicatedmust be in three digits; e.g., VECTOR ZERO SIX ZERO (for homing, use STEER).

WARNING. Enemy attack.

WARNING RED. Attack by hostile aircraft or missile is imminent.

WARNING WHITE. Attack by hostile aircraft or missile is improbable.

WARNING YELLOW. Attack by enemy hostile aircraft or missile is probable.

WEAPONS FREE. Fire may be opened on all aircraft not recognized as friendly.

WEAPONS TIGHT. Do not open fire or cease firing on any aircraft (or on BOGEY specifiedor in section indicated) unless target(s) known to be hostile.

WHAT FUEL. Report amount of fuel remaining.

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Appendix G

Joint Pub 3-04.1

WHAT LUCK. What are/were the results of assigned mission?

WHAT STATE. Report amount of fuel and missiles remaining. Ammunition and oxygen arereported only when specifically requested or critical.

WHITE. Attack improbable.

YELLOW. Attack is probable.

ZIPLIP. A condition that can be prescribed in which flight operations conducted in VMCconditions have positive communications control waived and only radio transmissions requiredfor flight safety are permitted.

ZIPPO. Alerts units that a missile attack is imminent or in progress.

ZOMBIE. An unidentified track observed adhering to the normal traffic pattern and whosebehavior does not constitute a threat.

APPENDIX HREFERENCES

H-1

The development of Joint Pub 3-04.1 is based upon the following primary references.

1. Manuals

a. COMDTINST M3710.2 (series), “USCG Shipboard Helicopter Operational ProceduresManual.”

b. NAVAIR 00-80T-105, “CV NATOPS Manual.”

c. NAVAIR 00-80T-106, “LHA/LPH/LHD NATOPS Manual.”

d. NWP 3-04.1M, “Helicopter Operating Procedures for Air Capable Ships.”

2. International Publication

a. NATO-APP 2C, “Helicopter Operations From Ships Other Than Aircraft Carriers(HOSTAC).”

3. US Publications

a. Joint Pub 0-2, “Unified Action Armed Forces (UNAAF).”

b. Joint Pub 1-01, “Joint Publication System, Joint Doctrine and JTTP DevelopmentProgram.”

c. Joint Pub 1-02, “DOD Dictionary of Military and Associated Terms.”

d. Joint Pub 3-0, “Doctrine for Joint Operations.”

e. Joint Pub 3-04, “Doctrine for Joint Maritime Operations (Air).”

f. Joint Pub 3-50, “National Search and Rescue Manual Vol I: National Search and RescueSystem.”

g. Joint Pub 3-50.1, “National Search and Rescue Manual Vol II: Planning Handbook.”

h. NAWCAD ENG-7576, “Shipboard Aviation Facilities Resume.”

i. NAVAIR 11-1-116B/TWO010-AA-ORD-030, “Naval Ammunition Logistic Codes(NALC).”

j. NAVAIR 11-1F-2, “Fuze Manual, Airborne Bomb and Rocket, Description andCharacteristics.”

H-2

Appendix H

Joint Pub 3-04.1

k. NAVAIR 11-75A-61, “2.75 Inch Airborne Rocket Launchers (LAU-61, 68 series).”

l. NAVAIR 11-85-5, “Airborne Rockets.”

m. NAVAIR 11-120A-1.1/1.2, “Airborne Weapons Packaging, Handling and Stowage.”

n. NAVAIR 16-1-529, “Radiation Hazards.”

o. NAVAIR 19-15BC-12, “AERO-12C, Bomb Skid.”

p. NAVAIR 19-95-1, “Airborne Weapons/Stores Manual Checklist, Transportation andLoading Equipment Configuration.”

q. NAVAIR 19-600-96-6-4, “Calendar Maintenance Requirement Cards Bomb Skid,AERO-12B/C.”

r. NAVAIR NA-00-80R-14, “Aircraft Firefighting & Rescue Manual.”

s. NAVSEA OP-4, “Ammunition Afloat.”

t. NAVSEA OP-1014, “Ordnance Safety Precautions.”

u. NAVSEA OP-2165 Volume 1, “Navy Transportation Safety Handbook.”

v. NAVSEA OP-2212 SW060-AA-MMA-010, “Demolition Material.”

w. NAVSEA OP-2238, “Identification of Ammunition.”

x. NAVSEA OP-3347, “US Navy Ordnance Safety Precautions.”

y. NAVSEA S9086-VG-STM-000, “Naval Ships Technical Manual, Chapter 7.”

z. NAVSEA S9522-AA-HBK-010, “Instruction Book Magazine Sprinkler System.”

aa. NAVSEA SW050-AB-MMA-010, “Pyrotechnic Screening and Marking Devices.”

bb. NAVSEA SW050-AC-ORD-010/NA 11-15-8, “Toxic Hazard Associated withPyrotechnic Devices.”

cc. AW-820YB-MIB-000, “HELLFIRE Missile, Fleet Missile Maintenance.”

dd. TM 9-1005-213-25, “.50 Caliber Machine Gun.”

ee. TM 9-1425-429-12, “STINGER Missile; Operational Organizational MaintenanceManual.”

H-3

References

4. Instructions

a. CFR46 Code of Federal Regulations 146.29, “Detailed Regulations Governing theTransportation of Military Explosives and Hazardous Munitions Onboard Vessels.”

b. COMNAVSURFLANTINST 8023.4/COMNAVSURFPACINST 8023.5, “Non-NuclearOrdnance/Explosive Handling Qualification and Certification Program.”

c. COMNAVSURFLANTINST 9093.3, “Commander Naval Surface Force, US AtlanticFleet Combat System Officers Manual.”

d. Naval Safety Center Instruction 8020.1, “Ship/Submarine Explosives Safety Surveysand Checklist.”

e. NAVSEAINST 8020.6 (series), “Weapon System Explosive Safety Review Program.”

f. OPNAVINST 3120.32 (series), “Standard Organization and Regulations of the US Navy.”

g. OPNAVINST 5100.19 (series), “Navy Safety Precautions for Forces Afloat.”

h. OPNAVINST 5102.1 (series), “Mishap Investigation and Reporting.”

i. OPNAVINST 5530.1 (series), “Department of the Navy Physical Security Instructionfor Sensitive Conventional Arms, Ammunition, and Explosives (AA&E).”

j. OPNAVINST 8600.2 (series), “Naval Airborne Weapons Maintenance Manual.”

k. SPCCINST 8010.12, “Supply Management of Ammunition; Policy, Procedures andResponsibilities.”

5. Bills

Ship’s Bills are specific to individual ships and held onboard by each ship.

a. Ship’s EMCON Bill

b. Ship’s HERO Bill

c. Ship’s HERO Survey

d. Ship’s Fire Bill

e. Ship’s Helicopter Certification

f. General Quarters Bill

g. (Helicopter) Flight Quarters Bill

H-4

Appendix H

Joint Pub 3-04.1

Intentionally Blank

APPENDIX JADMINISTRATIVE INSTRUCTIONS

J-1

1. User Comments

Users in the field are highly encouraged to submit comments on this publication to theJoint Warfighting Center, Attn: Doctrine Division, Fenwick Road, Bldg 96, Fort Monroe,VA 23651-5000. These comments should address content (accuracy, usefulness,consistency, and organization), writing, and appearance.

2. Authorship

The lead agent for this publication is the US Navy. The Joint Staff doctrine sponsor forthis publication is the Director for Operational Plans and Interoperability (J-7).

3. Supersession

This publication supersedes Joint Pub 3-04.1, 28 June 1993, “Joint Tactics, Techniques,and Procedures for Shipboard Helicopter Operations.”

4. Change Recommendations

a. Recommendations for urgent changes to this publication should be submitted:

TO: CNO WASHINGTON DC//N511//INFO: JOINT STAFF WASHINGTON DC//J7-JDD//

Routine changes should be submitted to the Director for Operational Plans andInteroperability (J-7), JDD, 7000 Joint Staff Pentagon, Washington, DC 20318-7000.

b. When a Joint Staff directorate submits a proposal to the Chairman of the JointChiefs of Staff that would change source document information reflected in thispublication, that directorate will include a proposed change to this publication as anenclosure to its proposal. The Military Services and other organizations are requestedto notify the Director, J-7, Joint Staff, when changes to source documents reflected inthis publication are initiated.

c. Record of Changes:

CHANGE COPY DATE OF DATE POSTEDNUMBER NUMBER CHANGE ENTERED BY REMARKS__________________________________________________________________________________________________________________________________________________________________________________________________________________

J-2

Appendix J

Joint Pub 3-04.1

5. Distribution

a. Additional copies of this publication can be obtained through Service publicationcenters.

b. Only approved pubs and test pubs are releasable outside the combatant commands,Services, and Joint Staff. Release of any classified joint publication to foreigngovernments or foreign nationals must be requested through the local embassy(Defense Attaché Office) to DIA Foreign Liaison Office, PSS, Room 1A674, Pentagon,Washington, DC 20301-7400.

c. Additional copies should be obtained from the Military Service assignedadministrative support responsibility by DOD Directive 5100.3, 1 November 1988,“Support of the Headquarters of Unified, Specified, and Subordinate Joint Commands.”

By Military Services:

Army: US Army AG Publication Center, SL1655 Woodson RoadAttn: Joint PublicationsSt. Louis, MO 63114-6181

Air Force: Air Force Publications Distribution Center2800 Eastern BoulevardBaltimore, MD 21220-2896

Navy: CO, Naval Inventory Control Point700 Robbins AvenueBldg 1, Customer ServicePhiladelphia, PA 19111-5099

Marine Corps: Marine Corps Logistics BaseAlbany, GA 31704-5000

Coast Guard: Coast Guard Headquarters, COMDT (G-OPD)2100 2nd Street, SWWashington, DC 20593-0001

d. Local reproduction is authorized and access to unclassified publications isunrestricted. However, access to and reproduction authorization for classified jointpublications must be in accordance with DOD Regulation 5200.1-R.

GLOSSARYPART I—ABBREVIATIONS AND ACRONYMS

GL-1

1MC general announcing system

AAAS amphibious aviation assault shipACS air-capable shipAEPS aircrew escape propulsion systemAOSS aviation ordnance safety supervisorAS aviation shipASW antisubmarine warfareAWSE armament weapons support equipment

BRC base recovery course

CATCC carrier air traffic control centerCCA carrier-controlled approachCIC combat information centerCNO Chief of Naval OperationsCO commanding officerCOMDTINST Commandant, United States Coast Guard InstructionCOMNAVAIRSYSCOM Commander, Naval Air Systems CommandCOMNAVSEASYSCOM Commander, Naval Sea Systems CommandCRIF cargo routing information fileCV aircraft carrier

DF direction findingDI dynamic interfaceDLQ deck landing qualificationDOD Department of DefenseDODIC Department of Defense identification code

EEFI essential elements of friendly informationELVA emergency low visibility approachEMCON emission controlEMV electromagnetic vulnerability

FLOLS fresnel lens optical landing systemFOD foreign object damage

HAC helicopter aircraft commanderHCO helicopter control officerHCS helicopter control stationHDC helicopter direction centerHEFOE hydraulic electrical fuel oxygen engineHERO hazards of electromagnetic radiation to ordnanceHF high frequency

GL-2

Glossary

Joint Pub 3-04.1

HIFR helicopter in-flight refuelingHRS Horizon Reference System

I individualIAW in accordance withIFF identification, friend or foeIFR instrument flight rulesIMC instrument meteorological conditionsIN instructorIP instructor pilot

JAG Judge Advocate GeneralJFC joint force commanderJTTP joint tactics, techniques, and procedures

LHA general purpose amphibious assault shipLHD general purpose amphibious assault ship (with internal dock)LOI letter of instructionLOTS logistics over-the-shoreLPH amphibious assault ship, landing platform helicopterLSE landing signal enlistedLSO landing signal officer

MAP missed approach pointMOU memorandum of understanding

NALC naval ammunition logistics codeNATOPS naval air training and operating procedures standardizationNAVAIDS navigation aidsNAVAIR naval airNAVMTO naval military transportation officeNAVSEA naval seaNAVSEAINST Naval Sea InstructionNAWCAD Naval Air Warfare Center, Aircraft DivisionNDB nondirectional beaconNVD night vision deviceNWP naval warfare publication

OCE officer conducting the exerciseOIC officer in chargeOLS optical landing systemOOD officer of the deckOPNAVINST Chief of Naval Operations InstructionOPORD operation orderOTC officer in tactical command

PAR precision approach radarPC pilot-in-command

GL-3

Glossary

POD Plan of the Day

QA quality assurance

RAST Recovery Assistance, Securing, and Traversing Systems

SAR search and rescueSGSI stabilized glide slope indicatorSO safety observerSOF special operations forcesSSCO shipper’s service control office

TACAN tactical air navigationTL team leaderTM team memberTYCOM type commander

UHF ultra high frequencyUSA US ArmyUSAF US Air ForceUSCG US Coast GuardUSMC US Marine CorpsUSN US NavyUT unit trainer

VERTREP vertical replenishmentVHF very high frequencyVMC visual meteorological conditionsV/STOL vertical/short takeoff and landing aircraft

WSESRB Weapon System Explosive Safety Review Board

XO executive officer

air-capable ship. All ships other than aircraftcarriers; aircraft carriers, nuclear;amphibious assault ships, landing platformhelicopter; general purpose amphibiousassault ships; or general purposeamphibious assault ships (with internaldock) from which aircraft can take off, berecovered, or routinely receive and transferlogistic support. (Approved for inclusionin the next edition of Joint Pub 1-02.)

aircraft release and control. Applies to thoseprocedures in the Release and ControlSection of the applicable aircraft loadingmanual or checklist. (This term and itsdefinition are applicable only in the contextof this pub and cannot be referenced outsideof this publication.)

ambient temperature. Outside temperatureat any given altitude, preferably expressedin degrees centigrade. (Approved forinclusion in the next edition of Joint Pub1-02.)

amphibious aviation assault ship. Anamphibious assault ship, landing platformhelicopter; general purpose amphibiousassault ship; or general purpose amphibiousassault ship (with internal dock).(Approved for inclusion in the next editionof Joint Pub 1-02.)

approach control. A control station in anair operations control center, helicopterdirection center, or carrier air traffic controlcenter, which is responsible for controllingair traffic from marshal until handoff to finalcontrol. (Approved for inclusion in the nextedition of Joint Pub 1-02.)

arm or de-arm. Applies to those proceduresin the arming or de-arming section of theapplicable aircraft loading manual orchecklist that places the ordnance or

explosive device in a ready or safecondition i.e., rocket launchers, guidedmissiles, guns—internal and pods,paraflares—(external and SUU-44/25dispenser). (NOTE: The removal orinstallation of pylon or bomb rack safetypins from a nonordnance-loaded station isconsidered a function requiringcertification within the purview of thispublication.) (Approved for inclusion inthe next edition of Joint Pub 1-02.)

arming. As applied to explosives, weapons,and ammunition, the changing from a safecondition to a state of readiness forinitiation. (Joint Pub 1-02)

aviation ship. An aircraft carrier or aircraftcarrier, nuclear. (Approved for inclusionin the next edition of Joint Pub 1-02.)

ball. A pilot voice report that the visuallanding aid is in sight. (This term and itsdefinition are applicable only in the contextof this pub and cannot be referenced outsideof this publication.)

base recovery course. A ship’s magneticheading for aircraft recovery. Also calledBRC. (This term and its definition areapplicable only in the context of this puband cannot be referenced outside of thispublication.)

bill. A ship’s publication listing operationalor administrative procedures. (Approvedfor inclusion in the next edition of JointPub 1-02.)

bingo. 1. When originated by pilot, means,“I have reached minimal fuel for safe returnto base or to designated alternate.” 2. Whenoriginated by controlling activity, means,“Proceed to alternate airfield or carrier asspecified.” (Joint Pub 1-02)

GL-4 Joint Pub 3-04.1

PART II—TERMS AND DEFINITIONS

cartridge actuated device. Small explosivedevices used to eject stores from launcheddevices, actuate other explosive systems,or provide initiation for aircrew escapedevices. (Approved for inclusion in the nextedition of Joint Pub 1-02.)

combatant command (command authority).Nontransferable command authorityestablished by title 10 (“Armed Forces”),United States Code, section 164, exercisedonly by commanders of unified or specifiedcombatant commands unless otherwisedirected by the President or the Secretaryof Defense. Combatant command(command authority) cannot be delegatedand is the authority of a combatantcommander to perform those functions ofcommand over assigned forces involvingorganizing and employing commands andforces, assigning tasks, designatingobjectives, and giving authoritativedirection over all aspects of militaryoperations, joint training, and logisticsnecessary to accomplish the missionsassigned to the command. Combatantcommand (command authority) should beexercised through the commanders ofsubordinate organizations. Normally thisauthority is exercised through subordinatejoint force commanders and Service and/or functional component commanders.Combatant command (command authority)provides full authority to organize andemploy commands and forces as thecombatant commander considers necessaryto accomplish assigned missions.Operational control is inherent in combatantcommand (command authority). Alsocalled COCOM. (Joint Pub 1-02)

Commander, Naval Sea Systems CommandOP-4. NAVSEA OP-4 is a publication thatprescribes the minimum safety andcertification requirements for issue,receiving, handling, stowage, surveillance,maintenance, and return of conventionalammunition along with the preparation of

associated reports by units afloat. Alsocalled COMNAVSEASYSCOM OP-4.(This term and its definition are applicableonly in the context of this pub and cannotbe referenced outside of this publication.)

control area. A controlled airspace extendingupwards from a specified limit above theEarth. (Joint Pub 1-02)

control zone. A controlled airspace extendingupwards from the surface of the Earth to aspecified upper limit. (Joint Pub 1-02)

de-arming. An operation in which a weaponis changed from a state of readiness forinitiation to a safe condition. Also calledsafing. Also see arm or de-arm. (Approvedfor inclusion in the next edition of JointPub 1-02.)

deck status light. A three-colored light (red,amber, green) controlled from the primaryflight control. Navy—The light displaysthe status of the ship to support flightoperations. USCG—The light displaysclearance for a helicopter to conduct a givenevolution.

Red deck status—The helicopter is notcleared for landing, takeoff, verticalreplenishment, or helicopter in-flightrefueling.

Amber deck status—The helicopter iscleared to start engine(s) and engage ordisengage rotors.

Green deck status—The helicopter iscleared for landing, takeoff, verticalreplenishment, or helicopter in-flightrefueling. (This term and its definition areapplicable only in the context of this puband cannot be referenced outside of thispublication.)

density altitude. An atmospheric densityexpressed in terms of the altitude which

GL-5

Glossary

GL-6

Glossary

Joint Pub 3-04.1

corresponds with that density in thestandard atmosphere. (Joint Pub 1-02)

downloading. An operation that removesairborne weapons or stores from an aircraft.(Approved for inclusion in the next editionof Joint Pub 1-02.)

droop stop. A device to limit downwardvertical motion of helicopter rotor bladesupon rotor shutdown. (Joint Pub 1-02)

electro-explosive device. An explosive orpyrotechnic component that initiates anexplosive, burning, electrical, or mechanicaltrain and is activated by the application ofelectrical energy. (Joint Pub 1-02)

electromagnetic compatibility. The abilityof systems, equipment, and devices thatutilize the electromagnetic spectrum tooperate in their intended operationalenvironments without sufferingunacceptable degradation or causingunintentional degradation because ofelectromagnetic radiation or response. Itinvolves the application of soundelectromagnetic spectrum management;system, equipment, and device designconfiguration that ensures interference-freeoperation; and clear concepts and doctrinesthat maximize operational effectiveness.Also called EMC. (Joint Pub 1-02)

electromagnetic environment. The resultingproduct of the power and time distribution,in various frequency ranges, of the radiatedor conducted electromagnetic emissionlevels that may be encountered by a militaryforce, system, or platform when performingits assigned mission in its intendedoperational environment. It is the sumof electromagnet ic interference;electromagnetic pulse; hazards ofelectromagnetic radiation to personnel,ordnance, volatile materials; and naturalphenomena effects of lightning and p-static.Also called EME. (Joint Pub 1-02)

electromagnetic interference. Anyelectromagnetic disturbance that interrupts,obstructs, or otherwise degrades or limitsthe effective performance of electronics/electrical equipment. It can be inducedintentionally, as in some forms of electronicwarfare, or unintentionally, as a result ofspurious emissions and responses,intermodulation products, and the like.Also called EMI. (Joint Pub 1-02)

electromagnetic vulnerability. Thecharacteristics of a system that cause it to suffera definite degradation (incapability to performthe designated mission) as a result of havingbeen subjected to a certain level ofelectromagnetic environmental effects. Alsocalled EMV. (Joint Pub 1-02)

emergency marshal. A marshal establishedby an air operations control center,helicopter direction center, or carrier airtraffic control center and given to each pilotbefore launch with an altitude and anemergency expected approach time. Theemergency marshal radial will have aminimum of 30 degree separation from theprimary marshal. (Approved for inclusionin the next edition of Joint Pub 1-02.)

final bearing. The magnetic bearingassigned by an air operations center,helicopter direction center, or carrier airtraffic control center for final approach; anextension of the landing area centerline.(Approved for inclusion in the nextedition of Joint Pub 1-02.)

Flight Deck Officer. Officer responsible forthe safe movement of aircraft on or aboutthe flight deck of an aviation-capable ship.Also called FDO. (Approved for inclusionin the next edition of Joint Pub 1-02.)

flight quarters. A ship configuration thatassigns and stations personnel at criticalpositions to conduct safe flight operations.(Joint Pub 1-02)

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foreign object damage. Rags, pieces ofpaper, line, articles of clothing, nuts, bolts,or tools that when misplaced or caught byair currents normally found around aircraftoperations (jet blast, rotor or prop wash,engine intake) cause damage to aircraftsystems or weapons or injury to personnel.Also called FOD. (Joint Pub 1-02)

guard. 1. A security element whose primarytask is to protect the main force by fightingto gain time, while also observing andreporting information. 2. A radio frequencythat is normally used for emergencytransmissions and is continuouslymonitored. UHF band: 243.0 MHZ; VHFband: 121.5 MHZ. (This term and itsdefinition modifies the existing term andits definition and is approved for inclusionin the next edition of Joint Pub 1-02.)

handling (ordnance). Applies to thoseindividuals who engage in the breakout,lifting, or repositioning of ordnance orexplosive devices in order to facilitatestorage or stowage, assembly ordisassembly, loading or downloading, ortransporting. (Approved for inclusion inthe next edition of Joint Pub 1-02.)

hazards of electromagnetic radiation toordnance. The danger of accidentalactuation of electro-explosive devices orotherwise electrically activating ordnancebecause of RF electromagnetic fields. Thisunintended actuation could have safety(premature firing) or reliability (dudding)consequences. Also called HERO.(Approved for inclusion in the next editionof Joint Pub 1-02.)

helicopter control officer. In nonaviationfacility ships, the helicopter control officerwill be responsible for the supervision anddirection of launching and landingoperations and for servicing and handlingof all embarked helicopters. Helicoptercontrol officers will be graduates of the

helicopter indoctrination course unless theyare designated helicopter pilots. Also calledHCO. (Approved for inclusion in the nextedition of Joint Pub 1-02.)

helicopter control station. A shipboardaircraft control tower, or, on ships notequipped with a control tower, thecommunications installation that serves assuch. On all Coast Guard cutters, thehelicopter control station is located in thepilot house. Also called HCS. (Approvedfor inclusion in the next edition of JointPub 1-02.)

helicopter direction center. In amphibiousoperations, the primary direct controlagency for the helicopter group/unitcommander operating under the overallcontrol of the tactical air control center.(Joint Pub 1-02)

HERO SAFE ordnance. Any ordnance itemthat is percussion initiated, sufficientlyshielded or otherwise so protected that allelectro-explosive devices contained by theitem are immune to adverse effects (safetyor reliability) when the item is employedin its expected radio frequencyenvironments, provided that the generalhazards of electromagnetic radiation toordnance requirements defined in the hazardsfrom electromagnetic radiation manual areobserved. (Approved for inclusion in the nextedition of Joint Pub 1-02.)

HERO SUSCEPTIBLE ordnance. Anyordnance item containing electro-explosivedevices proven by test or analysis to beadversely affected by radio frequency energyto the point that the safety and/or reliabilityof the system is in jeopardy when the systemis employed in its expected radio frequencyenvironment. (Approved for inclusion in thenext edition of Joint Pub 1-02.)

HERO UNSAFE ordnance. Any ordnanceitem containing electro-explosive devices that

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Joint Pub 3-04.1

has not been classified as HERO SAFE orHERO SUSCEPTIBLE ordnance as a resultof a hazards of electromagnetic radiation toordnance (HERO) analysis or test isconsidered HERO UNSAFE ordnance.Additionally, any ordnance item containingelectro-explosive devices, including thosepreviously classified as HERO SAFE orHERO SUSCEPTIBLE ordnance, which hasits internal wiring exposed; when tests arebeing conducted on the item that result inadditional electrical connections to the item;when electro-explosive devices havingexposed wire leads are present and handledor loaded in any but the tested condition; whenthe item is being assembled or disassembled;or when such ordnance items are damagedcausing exposure of internal wiring orcomponents or destroying engineered HEROprotective devices. (Approved for inclusionin the next edition of Joint Pub 1-02.)

hovering. A self-sustaining maneuver wherebya fixed, or nearly fixed, position is maintainedrelative to a spot on the surface of the Earth orunderwater. (Joint Pub 1-02)

hung weapons. Those weapons or stores onan aircraft that the pilot has attempted todrop or fire but could not because of amalfunction of the weapon, rack orlauncher, or aircraft release and controlsystem. (Joint Pub 1-02)

instrument meteorological conditions.Meteorological conditions expressed interms of visibility, distance from cloud, andceiling, less than minimums specified forvisual meteorological conditions. Alsocalled IMC. (Joint Pub 1-02)

landing signal officer. Officer responsiblefor the visual control of aircraft in theterminal phase of the approach immediatelyprior to landing. Also called LSO.(Approved for inclusion in the next editionof Joint Pub 1-02.)

landing signalman enlisted. Enlisted manresponsible for ensuring that helicopters, onsignal, are safely started, engaged,launched, recovered, and shut down. Alsocalled LSE. (Approved for inclusion in thenext edition of Joint Pub 1-02.)

loading (ordnance). An operation thatinstalls airborne weapons and stores on orin an aircraft and may include fuzing ofbombs and stray voltage checks.(Approved for inclusion in the next editionof Joint Pub 1-02.)

magazine inspection. Refers to the closeviewing and critical appraisal of existingconditions within ship, station magazines,or lockers, using standards established byNAVSEA OP-4 and OP-5. (This term andits definition are applicable only in thecontext of this pub and cannot be referencedoutside of this publication.)

marshal. A bearing, distance, and altitude fixdesignated by an air operations center,helicopter direction center, or carrier air trafficcontrol center on which the pilot will orientateholding, and from which initial approach willcommence during an instrument approach.(Approved for inclusion in the next editionof Joint Pub 1-02.)

multi-spot ship. Those ships certified to havethree or more adjacent landing areas.(Approved for inclusion in the next editionof Joint Pub 1-02.)

Naval Air Training and OperatingProcedures Standardization Manual.Series of general and specific aircraftprocedural manuals that govern theoperations of naval aircraft. Also calledNATOPS. (This term and its definition areapplicable only in the context of this puband cannot be referenced outside of thispublication.)

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NAVSEA OP-4. Publication that providespolicy for ammunition evolutions afloat.(This term and its definition are applicableonly in the context of this pub and cannotbe referenced outside of this publication.)

NAVSEA OP-5. Publication that providespolicy for ammunition evolutions ashore.(This term and its definition are applicableonly in the context of this pub and cannotbe referenced outside of this publication.)

nonprecision approach. Radar-controlledapproach or an approach flown byreference to navigation aids in which glideslope information is not available.(Joint Pub 1-02)

officer of the deck. The officer of the deckunder way has been designated by thecommanding officer to be in charge of theship, including its safe and proper operation.The officer of the deck reports directly to thecommanding officer for the safe navigationand general operation of the ship, to theexecutive officer (and command duty officerif appointed) for carrying out the ship’sroutine, and to the navigator on sightingnavigational landmarks and making courseand speed changes. Also called OOD.(Approved for inclusion in the next editionof Joint Pub 1-02.)

operational necessity. A mission associatedwith war or peacetime operations in whichthe consequences of an action justify therisk of loss of aircraft and crew. (Approvedfor inclusion in the next edition of JointPub 1-02.)

packup kit. Service-provided maintenancegear including spare parts andconsumables most commonly needed bythe deployed helicopter detachment.Supplies are sufficient for a short-termdeployment but do not include all materialneeded for every maintenance task.

(Approved for inclusion in the next editionof Joint Pub 1-02.)

positive control. A method of airspace controlwhich relies on positive identification,tracking, and direction of aircraft within anairspace, conducted with electronic means byan agency having the authority andresponsibility therein. (Joint Pub 1-02)

precision approach. An approach in whichrange, azimuth, and glide slope informationare provided to the pilot. (Joint Pub 1-02)

presail. The time prior to a ship getting underway used to prepare for at-sea events. (Thisterm and its definition are applicable onlyin the context of this pub and cannot bereferenced outside of this publication.)

pressure-altitude. An atmospheric pressureexpressed in terms of altitude whichcorresponds to that pressure in the standardatmosphere. (Joint Pub 1-02)

primary flight control. The controllingagency on aviation ships and amphibiousaviation assault ships that is responsible forair traffic control of aircraft within 5 nauticalmiles of the ship. On Coast Guard cutters,primary flight control duties are performedby a combat information center, but the termPriFly is not used. Also called PriFly.(Approved for inclusion in the next editionof Joint Pub 1-02.)

single-spot ship. Those ships certified to haveless than three adjacent landing areas.(Approved for inclusion in the next editionof Joint Pub 1-02.)

spot. 1. To determine by observation,deviations of ordnance from the target forthe purpose of supplying necessaryinformation for the adjustment of fire. 2.To place in a proper location. 3. Anapproved shipboard helicopter landing site.

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Joint Pub 3-04.1

(This term and its definition modifies theexisting term and its definition and isapproved for inclusion in the next editionof Joint Pub 1-02.)

spotting. 1. A process of determining byvisual or electronic observation, deviationsof artillery or naval gunfire from the targetin relation to a spotting line for the purposeof supplying necessary information for theadjustment or analysis of fire. 2. An aircraftis parked in an approved shipboard landingsite. (This term and its definition modifiesthe existing term and its definition and isapproved for inclusion in the next editionof Joint Pub 1-02.)

stabilized glide slope indicator. Anelectrohydraulic optical landing aid foruse on air-capable ships. With it, a pilotcan visually establish and maintain theproper glide slope for a safe approach andlanding. The visual acquisition range isapproximately 3 miles at night underoptimal conditions. Also called SGSI.(Approved for inclusion in the next editionof Joint Pub 1-02.)

standing operating procedure. A set ofinstructions covering those features ofoperations which lend themselves to adefinite or standardized procedures withoutloss of effectiveness. The procedure isapplicable unless ordered otherwise. Alsocalled SOP. (Joint Pub 1-02)

storage or stowage. Storage is the act ofplacing material or ammunition and othersupplies onboard the vessel. Stowagerelates to the act of securing those itemsstored in such a manner that they do notshift or move during at-sea periods usingmethods and equipment as approved byhigher authority. (Approved for inclusionin the next edition of Joint Pub 1-02.)

strikedown. A term used to describe themovement of aircraft from the flight deck to

the hangar deck level. (Approved forinclusion in the next edition of Joint Pub1-02.)

transporting (ordnance). The movement orrepositioning of ordnance or explosivedevices along established explosive routes(does not apply to the aircraft flight line).(Approved for inclusion in the next editionof Joint Pub 1-02.)

type command. An administrative subdivisionof a fleet or force into ships or units of thesame type, as differentiated from a tacticalsubdivision. Any type command may havea flagship, tender, and aircraft assigned toit. (Joint Pub 1-02)

unexpended weapons or ordnance.Airborne weapons that have not beensubjected to attempts to fire or drop andare presumed to be in normal operatingconditions and can be fired or jettisoned ifnecessary. (Approved for inclusion in thenext edition of Joint Pub 1-02.)

vertical replenishment. The use of ahelicopter for the transfer of material to orfrom a ship. (Joint Pub 1-02)

visual meteorological conditions. Weatherconditions in which visual flight rules apply,expressed in terms of visibility, ceilingheight, and aircraft clearance from cloudsalong the path of flight. When these criteriado not exist, instrument meteorologicalconditions prevail and instrument flightrules must be complied with. Also calledVMC. (Joint Pub 1-02)

warning. 1. A communication andacknowledgment of dangers implicit ina wide spectrum of activities by potentialopponents ranging from routine defensemeasures to substantial increases inreadiness and force preparedness and toacts of terrorism or political, economic,or military provocation. 2. Operating

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procedures, practices, or conditionswhich may result in injury or death ifnot carefully observed or followed.(This term and its definition modifies theexisting term and its definition and isapproved for inclusion in the next editionof Joint Pub 1-02.)

wave-off. An action to abort a landing,initiated by the bridge, primary flightcontrol, landing safety officer or enlistedman, or pilot at his or her discretion. Theresponse to a wave-off signal is mandatory.(Approved for inclusion in the next editionof Joint Pub 1-02.)

Weapon System Explosives Safety ReviewBoard. A board designated by the Chief

of Naval Operations that reviews safetyaspects of weapons or explosive systemsand makes recommendations to the Chiefof Naval Operations and originatingService regarding acceptance or rejectionfor use on Navy ships. Also calledWSESRB. (This term and its definitionare applicable only in the context of thispub and cannot be referenced outside ofthis publication.)

ZEBRA. Maximum integrity of materialcondition for ship, except for the closingof outside ventilation, to combat nuclear,chemical, or biological threats. (This termand its definition are applicable only in thecontext of this pub and cannot bereferenced outside of this publication.)

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Intentionally Blank

Assess-ments/

Revision

CJCSApproval

TwoDrafts

ProgramDirective

ProjectProposal

J-7 formally staffs withServices and CINCS

Includes scope ofproject, references,milestones, and who willdevelop drafts

J-7 releases ProgramDirective to Lead Agent.Lead Agent can beService, CINC, or JointStaff (JS) Directorate

STEP #2Program Directive

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The CINCS receive the puband begin to assess it duringuse

18 to 24 months followingpublication, the Director J-7,will solicit a written report fromthe combatant commands andServices on the utility andquality of each pub and theneed for any urgent changes orearlier-than-scheduledrevisions

No later than 5 years afterdevelopment, each pub isrevised

STEP #5Assessments/Revision

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ENHANCEDJOINT

WARFIGHTINGCAPABILITY

Submitted by Services, CINCS, or Joint Staffto fill extant operational void

J-7 validates requirement with Services andCINCs

J-7 initiates Program Directive

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STEP #1Project Proposal

All joint doctrine and tactics, techniques, and procedures are organized into a comprehensive hierarchy asshown in the chart above. is in the series of joint doctrine publications. Thediagram below illustrates an overview of the development process:

Joint Pub 3-04.1 Operations

JOINT DOCTRINE PUBLICATIONS HIERARCHYJOINT DOCTRINE PUBLICATIONS HIERARCHY

JOINT PUB 1-0 JOINT PUB 2-0 JOINT PUB 3-0

PERSONNEL

JOINT PUB 4-0 JOINT PUB 5-0 JOINT PUB 6-0

LOGISTICSINTELLIGENCE OPERATIONS C4 SYSTEMSPLANS

JOINTDOCTRINE

PUBLICATION

Lead Agent forwards proposed pub to JointStaff

Joint Staff takes responsibility for pub, makesrequired changes and prepares pub forcoordination with Services and CINCS

Joint Staff conducts formalstaffing for approval as a Joint Publication

STEP #4CJCS Approval

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Lead Agent selects Primary ReviewAuthority (PRA) to develop the pub

PRA develops two draft pubs

PRA staffs each draft with CINCS,Services, and Joint Staff

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STEP #3Two Drafts

JOINT PUB 1

JOINTWARFARE

JOINT PUB 0-2

UNAAF

joint tactics, techniques, and procedures for shipboard ...97).pdf · • introduction ... hazards...

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